A SYSTEM AND METHOD FOR CONTROLLING THE OPENING ANGLE OF A THROTTLE VALVE ACCORDING TO THE POSITION OF AN ACCELERATOR FOR AN AUTOMOTIVE VEHICLE

Abstract: A system and method for controlling the opening angle of a throttle valve (18) installed within an engine for a vehi­ cle, in which the rate of change of the opening angular posi­ tion of the throttle valve is calculated as a substantially cu­ bic function of a relative rate of change in an angular posi­ tion of an accelerator pedal (10), so that the speed of vehicle is held approximately constant when there is no consistent change in the angular position of the accelerator pedal and the speed of vehicle changes quickly as the rate of change of the angular position of the accelerator pedal increases.

Description: The present invention relates to a system and method for controlling the opening angle of a throttle valve located within a throttle chamber of an intake air passage of an engine according to the position of an accelerator member of an automotive vehicle. A known throttle control system of this type is described in US-A-4 508 078. In that system a throttle valve driving signal is responsive to the detected position of the accelerator member and further to the rate of change of the position of the accelerator member in such a manner that the throttle driving signal is additionally increased when the rate of change per unit time of the position of the accelerator member exceeds a predetermined value. Accordingly, the response of the throttle valve to the movements of the accelerator member is increased when the accelerator member is actuated rapidly. The position of the accelerator member is measured periodically, so that a sequence of position values l i , l i+1 , ... is obtained. If the accelerator member is held stationary in a position l i (reference position) and is then depressed rapidly, the amount of change of the angular position of the throttle valve is in a first step calculated as a function of the difference between the new position l i+1 of the accelerator member and the reference position l i . In the next step, however, the amount of change depends on the difference between the position values l i+2 and l i+1 , i.e. the value l i+1 is used as a new reference value. In the document JP-A-59-58131, a throttle control system is disclosed in which changes in the opening angle of the throttle valve are controlled so as to be greatly magnified as compared with changes in the position of the accelerator. In the above-described conventional systems, however, the vehicle speed is sensitive to even minute changes in the accelerator position. Therefore, it is difficult to hold the vehicle speed constant. With the above-described problem in mind, it is an object of the present invention to provide a system and apparatus for controlling the opening angle of the throttle valve according to the operating position of the accelerator, in which changes in the opening angle of a throttle valve are controlled so as to be magnified relative to the rate of change of the operating position of the accelerator and at the same time the vehicle speed can be held approximately constant when the displacement of the accelerator pedal is not remarkable. According to the invention, this object is achieved by the system specified in claim 1 and the method specified in claim 6. Further developments of the invention are indicated in the dependent claims. A more complete understanding of the present invention may be taken in counjunction with the attached drawings and in which: Fig. 1 is a simplified block diagram of a system for controlling the angular displacement of a throttle valve according to the operating position of an accelerator in a first preferred embodiment according to the present invention; Figs. 1(A) and 2(B) are integrally an operational flowchart for explaining the operation of the first preferred embodiment shown in Fig. 1; Figs. 3, 4, 5 and 6 are characteristic graphs fur use of explaining the operation of the first preferred embodiment shown in Fig. 1; Fig. 7 is another operational flowchart for explaining the operation of a second preferred embodiment, the construction Of which is the same as shown in Fig. 1; and Fig. 8 is a characteristic graph for explaining the operation of the second preferred embodiment together with Figs. 4, 5, and 6. Reference will hereinafter be made to the drawings in order to facilitate understanding of the present invention. Fig. 1 shows diagrammatically the whole system according to the present invention. In Fig. 1, the operating position (, i.e., the angular displacement through which, e.g., a driver depresses an accelerator pedal) of an accelerator 10, i.e., accelerator pedal is detected by means of a stroke detecting means such as a potentiometer 16. It should be noted that the accelerator pedal 10 is axially supported on a floor panel 12 of the vehicle and is biased in the counterclockwise direction as viewed in Fig. 1 by means of a return spring 14. A throttle valve 18 is installed within a throttle chamber of an intake air passage of an engine and is not mechanically linked with the accelerator pedal 10. A rotational axis 22 of the throttle valve 18 is biased toward the fully-closed position of the throttle valve 18 by means of a return spring 26 via a lever 24. The angular displacement of the throttle valve 18 is controlled by means of a motor 28 and the angular position of the throttle valve 18 is detected by means of a potentiometer 30. The output signals of the potentiometers 30, 16 are sent to a processing circuit 34 via A/D (analog-to-digital) converters 31, 32. On the basis of the received signals. the processing circuit 34 derives a control signal for controlling the throttle valve. This control signal is sent to a motor drive circuit 38 via a D/A (digital-to-analog) converter 36. The motor drive circuit 38 activates and controls the rotation of the motor 28 so that the throttle valve 18 is opened or closed according to actuation of the accelerator pedal 10. The processing circuit 34 comprises a microcomputer. The operation of the first preferred embodiment will be described with reference to Figs. 2(A) and 2(B). The processing routine shown in Figs. 2(A) and 2(B) is activated at a predetermined period by means of an operating system (not shown) usually stored in a ROM (Read Only Memory) which is part of the microcomputer. In a step 100, the depression ℓ₁ (angular position) of the accelerator pedal recorded in the last execution cycle of this routine is stored as a two-times previous depression value ℓ₂. In a step 102, the depression value ℓ₀ of the accelerator pedal sampled in the execution cycle immediately prior to the current routine cycle is stored as a previous depression value ℓ₁. In a step 106 shown in Fig. 2(A), the current depression of the accelerator pedal 10 is sampled and recorded as the current depression value ℓ₀. In a step 108, the current change in position L₀ of the accelerator pedal 10 from the previous to the current routine cycle is calculated by subtracting the previous depression value ℓ₁ from the current depression value ℓ₀. In a step 110, the prior change L₁ in the position of the accelerator pedal is obtained by subtracting the previous depression value ℓ₁ from the two-times previous depression value ℓ₂ (L₁ = ℓ₁ - ℓ₂). In steps 112 and 114, the processing circuit 34 determines whether the accelerator pedal 10 has been consistently actuated in the depression direction over the last two execution cycles on the basis of these change values L₀ and L₁. In other words, if both change values L₀, L₁ are positive when checked in steps 112, 114, respectively, the processing circuit 34 recognizes that the accelerator pedal 10 has been depressed for the last two execution cycles, and control passes to a step 118. Conversely, the processing circuit 34 determines that the accelerator pedal 10 is being consistently released when the values L₀, L₁ are both negative when checked in the steps 112 and 114, and in this case, control passes to a step 146, as will be explained later. In a step 118, the offset L of the accelerator pedal 10 from a reference position ℓ₀₀ is calculated by subtracting the reference position value ℓ₀₀ from the current position value ℓ₀. In subsequent step 120, the desired change in the opening angle of the throttle valve corresponding to the offset value L is derived from a characteristic curve 200, which is substantially a cubic curve, shown in Fig. 3 (the curve shown in Fig. 3 is prepared in the form of a map lattice and therefore a table look-up technique is used). When the desired change in the opening angle of the throttle valve ϑϑ is added to the prior target value ϑ₁ of the throttle valve in a step 122, the current target value ϑ₀ of the opening angle of the throttle valve 18 results. In steps 124 and 126, upper and lower limit values ϑ h and ϑ ℓ of the target value ϑ₀ for the opening angle of the throttle valve are calculated from the characteristic curves 202h, 202ℓ shown in Fig. 4. The target value ϑ₀ of the opening angle of the throttle valve is compared with these limit values ϑ h ' ϑ e in respective steps 128, 130. If the target value ϑ₀ of the throttle valve opening angle exceeds the upper limit value ϑ h (positive result in the step 128) or if the target value ϑ₀ is below the lower limit value ϑ ℓ , the target value ϑ₀ of the opening angle of the throttle valve is forcibly set to the closer of these values ϑ h , ϑ ℓ in a step 132 or 134. If the target value ϑ₀ of the throttle valve lies between these values ϑ h and ϑ ℓ , the value ϑ₀ remains unchanged in a step 136. Once the target value ϑ₀ of the opening angle of the throttle valve 12 is calculated, the actual opening angle ϑ r of the throttle valve 18 is read in a step 138. The deviation ε of the actual opening angle ϑ from the target value ϑ₀ is calculated in a step 140. A control value for the opening angle Δϑ is calculated from a characteristic curve 204 shown in Fig. 5 (The characteristic curve 204 is prepared in the form of a map grid.). The calculated control value for the opening angle Δϑ is sent to the motor drive circuit 38 via the D/A converter 36 in a step 144. Consequently, the opening angle of the throttle valve 18 is controlled in a direction which accords with the target opening angle ϑ₀. When the accelerator pedal 10 is being operated consistently depressed or released, the processing circuit 34 recognizes that the vehicle is to be accelerated or decelerated and the vehicle driver does not intend to hold the vehicle speed constant. Therefore, the throttle valve 18 is opened or closed so that the vehicle is accelerated or decelerated. For example, in the case where the accelerator pedal 10 is continuously depressed from a starting point A, the throttle valve is opened in accordance with the characteristic curve 206 shown in Fig. 6 and the vehicle accelerates. The operation of the preferred embodiment will be described in cases where the driver works the accelerator pedal 10 so as to hold the vehicle speed constant. In the preferred embodiment, the processing circuit 24 recognizes that the driver works the accelerator pedal 10 so as to hold the vehicle speed constant in cases where the accelerator pedal 10 is first depressed, and then held in place or released (negative result in the step 112 and positive result in the step 116), and in cases where the accelerator pedal 10 is first held in place or released and then depressed (positive result in the step 112 and negative result in the step 114). In these cases, the current depression value ℓ₀) is taken as the reference depression value ℓ₀₀ (step 146) . It is noted that, also in the step 146, a target value ϑ₀ of the opening angle of the throttle valve derived in the previous routine cycle is stored as a prior target value ϑ₁ (ϑ₁ ← ϑ₀). Therefore, since the offset value L will be calculated to be zero in step 118, the position of the throttle valve 18 will not be adjusted. Since the offset value L (ℓ₀₀) is updated in each execution cycle, the throttle valve 18 is controlled in accordance with the operation of the accelerator pedal 10. It should be noted that the characteristic curve 200 is substantially a cubic curve as appreciated from Fig. 3 and hence the rate of increase or decrease in the opening angle is small in the region of small positive or negative offsets L and the rate of increase or decrease in the opening angle increases as the absolute value of offset L increases. As an alternative, the characteristic curve may be approximated by three straight lines denoted by the dotted lines in Fig. 3. Therefore, once the driver works the accelerator pedal so as to hold the vehicle speed constant, the gain in response of the opening angle of the throttle valve to changes in accelerator position is reduced, since initial offset values L will be relatively small. This prevents abrupt and unnecessary variations in vehicle speed and allows vehicle speed to be held constant. If the driver depresses or releases the accelerator pedal 10 far enough and long enough, the throttle value 18 will open wide or shut down quickly so that a sufficient acceleration or deceleration of the vehicle can be achieved. For example, assuming the vehicle has accelerated to the operating point B in Fig. 6 and then the accelerator is actuated so as to hold the vehicle speed constant, the throttle valve 18 will subsequently be controlled to open or close in accordance with the characteristic curve 208 from the stable operating point B. Vehicle acceleration will be sufficient and, on the other hand, the vehicle speed can easily be held constant. Fig. 7 shows an operational flowchart for a second preferred embodiment. The construction of the second preferred embodiment is substantially the same as the first preferred embodiment shown in Fig. 1. However, a vehicle speed sensor 40 enclosed in dotted lines in Fig. 1 is added to the apparatus in the second embodiment. In Fig. 7, illustrates a modification to sequence of steps 146-118. Since the steps other than steps 148 through 154 in Fig. 7 have already been described with reference to Figs. 2(A) and 2(B), detailed description thereof will be omitted. In the step 148, the processing circuit 34 calculates the relative amount of depression L by subtracting the reference depression value ℓ₀₀ from the current depression value ℓ₀, just as in step 118 of Fig. 2. In the step 150, the vehicle speed is read from the vehicle speed sensor 40. One of characteristic curves 200 shown in Fig. 8 is selected on the basis of the read vehicle speed in a step 152. In this regard, the characteristic curves with the steeper gradients are selected at higher vehicle speeds. In the subsequent step 120, the change ϑϑ in the opening angle of the throttle valve is calculated using the relative amount of depression L as described previously. The steps following step 120 are the same as shown in Figs. 2(A) and 2(B). Since, in this embodiment, the rate change ϑϑ of the opening angle of the throttle valve relative to the accelerator position offset L is related to vehicle speed directly, more favorable vehicle acceleration and deceleration characteristics are achieved both at high and low vehicle speeds. As described hereinabove, since in the system and method for controlling the angular displacement of the throttle valve according to the operating position of the accelerator according to the present invention, sufficient acceleration or deceleration force of the vehicle can be achieved while at the same time allowing vehicle speed to be easily held constant. Therefore, an appropriate engine control can be achieved according to a driving state of the vehicle.

Claims: A system for controlling the opening angle of a throttle valve (18) of an internal combustion engine in response to the position of an accelerator member (10), comprising: means for discriminating an acceleration or deceleration mode in which the accelerator member (10) is moved into a unique direction over a predetermined time interval from a stationary mode in which the accelerator member is substantially stationary or the direction of movement thereof changes during said time interval, means for setting a reference value (l₀₀) for the position of the accelerator member to the actual position (l₀) of the accelerator member in the stationary mode and for leaving the reference value unchanged in the acceleration or deceleration mode, and means for calculating an amount of change (ϑϑ) for the angular position of the throttle valve (18) in the acceleration or deceleration mode, said amount of change being determined only as a function of the difference L between the actual position (l₀) of the accelerator member and said reference value (L₀₀), not depending on the accelerator position signal otherwise, the graph of said function being shallower for small values of L than for large values of L. The system according to claim 1, further comprising: means for detecting the current angular position (l₀) of the accelerator member, means for calculating the differences (L₀, L₁) between the angular positions of the accelerator member measured in successive units of time, means for calculating a target opening angle (ϑ₀) of the throttle valve on the basis of the calculated amount of change (ϑϑ) for the angular position of the throttle valve, means (30) for detecting the angular position of the throttle valve and outputting a signal indicative thereof, and means for producing a signal indicating an opening angle offset value (Δϑ) of the throttle valve on the basis of the calculated target opening angle (ϑ₀) and the detected actual opening angle. The system according to claim 7 or 2, wherein said means for calculating the amount of change (ϑϑ) of the angular position of the throttle valve is adapted to derive a desired rate of change of the opening angle of the throttle valve with respect to time as a substantially cubic function (200) of said difference (L) between the actual position of the accelerator member and said refernce value (l₀₀). The system according to claim 3, further comprising a vehicle speed sensor (40) for detecting the speed of the vehicle, and means for selecting one of a plurality of said substantially cubic functions according to the detected vehicle speed. The system according to claim 4, wherein said means for selecting one of the cubic functions selects one of the cubic functions which has a sharper cubic curve as the vehicle speed increases. A method for controlling the opening angle of the throttle valve (18) of an internal combustion engine, wherein the actual position (l₀,l₁,l₂) of an accelerator member (10) is detected and a signal indicative thereof is generated, and the opening angle (ϑ₀) of the throttle valve is adjusted in response to said signal, comprising the steps of discriminating an acceleration or deceleration mode in which the accelerator member (10) is moved into a unique direction over a predetermined time intervall (L₀=l₀-l₁>0 and L₁=l₁-l₂≧0 or L₀≦0 and L₁<0) from a stationary mode in which the accelerator member is substantially stationary or the direction of movement thereof changes during said time interval (L₀≦0 and L₁≧0 or L₀>0 and L₁<0), setting a reference value (l₀₀) for the position of the accelerator member to the actual position (l₀) of the accelerator member when the stationary mode is detected, and leaving the reference value unchanged when the acceleration or deceleration mode is detected, and calculating an amount of change (ϑϑ) for the angular position of the throttle valve in the accelaration or deceleration mode, said amount of change being determined only as a function of the difference L between the actual position of (l₀) of the accelerator member and said reference value (l₀₀), not depending on the accelerator position signal otherwise, the graph of said function being shallower for small values of L than for large values of L.

Inventors: INOUE, HIDEAKI, KATAYOSE, SHINJI, OKA, TAKASHI, TAKEI, AKIRA, TAMURA, MINORU
Applicants: NISSAN MOTOR CO., LTD.
Application year: 1986
Main classification: F02D11
IPC codes: F02D11