Internal-combustion engines – Engine speed regulator – Having condition responsive means with engine being part of...
Patent
1988-10-11
1989-11-28
Nelli, Raymond A.
Internal-combustion engines
Engine speed regulator
Having condition responsive means with engine being part of...
123492, F02D 908, F02D 4114
Patent
active
048830356
DESCRIPTION:
BRIEF SUMMARY
TECHNICAL FIELD
The present invention relates to a method and a device for controlling the operation of an engine mounted on a vehicle, and more particularly to an engine control method and device in which the power output of an engine particularly during acceleration or deceleration thereof is optimized so as to suppress pitching or surging of the vehicle for improved riding comfort.
BACKGROUND ART
In the past, there has been known a conventional engine control device employing a throttle actuator which is adapted to operate a throttle valve through an electrical signal for controlling the amount of intake air sucked into a vehicular engine. Specifically, the pressure of intake air sucked into the engine is sensed by a pressure sensor, and the width of pulses for driving a fuel injector disposed in an intake passage or manifold is controlled in accordance with the pressure value thus sensed so that the injector is driven every one or two engine revolutions in synchronization with the output signal of an engine rotation sensor which picks up the number of revolutions per minute of the engine. In this manner, the pulse width for the fuel injector is determined to match with the intake air pressure so that a desired amount of fuel is supplied to the engine. Such a control on fuel supply to the engine has been widely used as a speed-density type control and hence a further detailed description thereof will be unnecessary.
On the other hand, the amount of intake air sucked into the engine is controlled by a throttle valve which is disposed in the intake passage and which is in general mechanically opened and closed by an operator through a cable connected between the throttle valve and an accelerator pedal. Recently, however, it was proposed in Japanese Patent Application Laid-Open No. 61-126346 that, instead of directly connecting a throttle valve with an accelerator pedal through a cable, the throttle valve is electrically actuated by an electric actuator, and a portion of such an engine control device has been reduced into practice.
The conventional engine control device described above operates as shown in the flow chart of FIG. 1. Specifically, in Step 10, the output of the accelerator pedal sensor representative of the amount of operation .alpha. of an accelerator pedal imparted by the operator is read out, and in Step 11, the number Ne of revolutions per minute of the engine (hereinafter abbreviated as RPM) sensed by the engine rotation sensor and the pressure Pb of intake air are read out. Then, in Step 12, a target degree .theta. of opening of the throttle valve is calculated based on at least one of .alpha., Ne and Pb thus read out. In general, the target degree .theta. of throttle opening corresponds basically to the amount of accelerator pedal operation .alpha. and is modified or corrected, as necessary, by engine RPM Ne and intake air pressure Pb. For example, in a range in which the engine RPM Ne is low, the rate of change in the amount of intake air changes greatly with slight changes in the throttle opening degree and hence it is rather difficult for the operator to precisely control the amount of intake air to be sucked into the engine by adjusting the amount of operation (depression or return) of the accelerator pedal. To cope with this, it is proposed that in the low RPM range, the rate of change in the opening degree of the throttle valve be made smaller with respect to changes in the amount of accelerator pedal operation .alpha.. On the other hand, it has also been considered that a target value of engine RPM Ne or vehicle speed be set at the operation amount .alpha. of the accelerator pedal so that the actual throttle opening is controlled in a feedback manner based on the differential between the target value and the sensed value of engine RPM Ne or vehicle speed. Further, since the intake pressure Pb is a physical quantity which corresponds to the output torque of the engine, it is possible to improve driving feel by properly adjusting the throttle opening based on the differential
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Nishimura Yukinobu
Shimomura Setsuhiro
Mitsubishi Denki & Kabushiki Kaisha
Nelli Raymond A.
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