JPH04224243A - Control device of engine - Google Patents
Control device of engineInfo
- Publication number
- JPH04224243A JPH04224243A JP2405091A JP40509190A JPH04224243A JP H04224243 A JPH04224243 A JP H04224243A JP 2405091 A JP2405091 A JP 2405091A JP 40509190 A JP40509190 A JP 40509190A JP H04224243 A JPH04224243 A JP H04224243A
- Authority
- JP
- Japan
- Prior art keywords
- engine
- control
- output
- valve
- fuel efficiency
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
- 239000000446 fuel Substances 0.000 claims abstract description 34
- 230000003111 delayed effect Effects 0.000 claims description 3
- 230000007704 transition Effects 0.000 claims description 2
- 230000007246 mechanism Effects 0.000 abstract description 9
- 230000035939 shock Effects 0.000 abstract description 5
- 238000000034 method Methods 0.000 description 11
- 230000008859 change Effects 0.000 description 9
- 230000008569 process Effects 0.000 description 9
- 238000010586 diagram Methods 0.000 description 5
- 238000002485 combustion reaction Methods 0.000 description 3
- 238000004891 communication Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 230000006870 function Effects 0.000 description 2
- 238000002347 injection Methods 0.000 description 2
- 239000007924 injection Substances 0.000 description 2
- 238000005086 pumping Methods 0.000 description 2
- 230000009194 climbing Effects 0.000 description 1
- 230000001934 delay Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
Landscapes
- Controls For Constant Speed Travelling (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
Abstract
Description
【０００１】0001
【産業上の利用分野】本発明は、出力領域とそれ以外の
運転領域とで、それぞれ出力重視、燃費重視のエンジン
出力制御を行なうエンジンの制御装置に関するものであ
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine control system that performs engine output control with an emphasis on output and an emphasis on fuel efficiency in an output range and other operating ranges, respectively.
【０００２】0002
【従来の技術】従来から、エンジンの出力制御を行なう
手段として、例えば特公昭５２−３５８１６号公報に示
されているように、エンジンのバルブタイミングを制御
してエンジンの運転状態に応じて出力と燃費の両立を図
つたものがある。2. Description of the Related Art Conventionally, as a means for controlling the output of an engine, for example, as shown in Japanese Patent Publication No. 52-35816, the valve timing of the engine is controlled to adjust the output according to the operating state of the engine. There are some that are designed to achieve both fuel efficiency and fuel efficiency.
【０００３】0003
【発明が解決しようとしている課題】しかしながら、エ
ンジンの運転状態が出力領域にあるときにオートクルー
ズ運転（定速走行）を開始する場合、この定速走行制御
を燃費重視の制御にすると走行シヨツクが発生するとい
う問題がある。即ち、燃費重視の定速走行を、例えば、
吸気弁の閉時期をより遅くすることで行なつた場合には
、ポンピングロスの低減から燃費は向上するものの出力
が低下することから、出力領域におけるオートクルーズ
オン時に急激なトルク減少が生じ、トルクシヨツクを招
くという問題がある。[Problem to be Solved by the Invention] However, when auto cruise operation (constant speed driving) is started when the engine operating state is in the output range, if the constant speed driving control is changed to control that emphasizes fuel efficiency, the driving shock will be reduced. There is a problem that occurs. In other words, driving at a constant speed with emphasis on fuel efficiency, for example,
If this is done by closing the intake valve later, the fuel efficiency will improve due to the reduction in pumping loss, but the output will decrease, resulting in a sharp decrease in torque when autocruise is turned on in the output range, resulting in a decrease in torque. There is the problem of inviting shots.
【０００４】0004
【課題を解決するための手段】本発明は上述の課題を解
決することを目的としてなされたもので、上述の課題を
解決するための手段として、以下の構成を備える。即ち
、エンジンの運転状態により出力領域では出力重視のエ
ンジン出力制御を行ない、それ以外の領域では燃費重視
のエンジン出力制御を行なう制御手段を備えるエンジン
の制御装置であつて、該制御手段は、出力領域にて運転
中にオートクルーズがオンとなつたときは燃費重視の制
御を行ない、かつ出力重視のエンジン出力制御から燃費
重視のエンジン出力制御への移行速度を該オートクルー
ズオン時においては、オートクルーズオフ時に比べて緩
慢に行なう。[Means for Solving the Problems] The present invention has been made for the purpose of solving the above-mentioned problems, and has the following configuration as a means for solving the above-mentioned problems. That is, an engine control device is provided with a control means that performs engine output control that emphasizes output in the output range depending on the operating state of the engine, and performs engine output control that emphasizes fuel efficiency in other regions, and the control means controls the output When auto-cruise is turned on while driving in a region, control is performed that emphasizes fuel efficiency, and the transition speed from engine output control that emphasizes output to engine output control that emphasizes fuel efficiency is controlled when auto-cruise is on. Do this more slowly than when you cruise off.
【０００５】好ましくは、前記制御手段は、吸気弁を閉
じる時期を変化させるバルブタイミング変更手段であつ
て、燃費重視のエンジン出力制御を行なうときには、出
力重視のエンジン出力制御を行なうときと比較して吸気
弁閉時期を遅くする。[0005] Preferably, the control means is a valve timing changing means for changing the timing at which the intake valve is closed, and when performing engine output control emphasizing fuel efficiency, the control means is a valve timing changing means that changes the timing at which the intake valve is closed, and when performing engine output control emphasizing fuel efficiency, the control means is a valve timing changing means that changes the timing at which the intake valve is closed. Delay the intake valve closing timing.
【０００６】[0006]
【作用】以上の構成において、出力領域での運転時にも
オートクルーズ運転において燃費の向上が図れ、かつオ
ートクルーズオン時の出力制御変更速度を緩慢にし走行
シヨツクを防ぐよう機能する。[Function] With the above configuration, it is possible to improve fuel efficiency in auto-cruise operation even when driving in the output range, and it functions to prevent a running shock by slowing down the output control change speed when auto-cruise is on.
【０００７】[0007]
【実施例】以下、添付図面を参照して本発明に係る好適
な実施例を詳細に説明する。図１は、本発明に係る実施
例であるエンジンの制御装置（以下、装置という）の要
部構成の垂直断面図であり、図２は、図１のＩ―ＩＩ線
に沿つた断面図である。DESCRIPTION OF THE PREFERRED EMBODIMENTS Preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings. FIG. 1 is a vertical cross-sectional view of the main parts of an engine control device (hereinafter referred to as the device) according to an embodiment of the present invention, and FIG. 2 is a cross-sectional view taken along line I-II in FIG. be.
【０００８】図１、及び図２において、エンジン本体１
には複数のシリンダ２が形成され、シリンダブロツク３
、シリンダヘツド４、及びシリンダヘツドカバー５等に
て構成されている。各シリンダ２ではピストン６が摺動
しており、ピストン６の上方に燃焼室７が形成されてい
る。各燃焼室７には、それぞれ点火プラグ８が装備され
、シリンダヘツド４に形成された２個の吸気ポート９，
１０と２個の排気ポート１１，１２とが開口しており、
これらのポートが吸気弁１３，１４、及び排気弁１５，
１６により開閉される。吸気ポート９，１０は、シリン
ダヘツド４の側端部付近にて互いに連通し、この連通部
１７に燃料噴射弁１８が装備されている。In FIGS. 1 and 2, an engine body 1
A plurality of cylinders 2 are formed in the cylinder block 3.
, a cylinder head 4, a cylinder head cover 5, etc. A piston 6 slides in each cylinder 2, and a combustion chamber 7 is formed above the piston 6. Each combustion chamber 7 is equipped with a spark plug 8, and two intake ports 9 formed in the cylinder head 4,
10 and two exhaust ports 11 and 12 are open,
These ports are the intake valves 13, 14, and the exhaust valve 15,
It is opened and closed by 16. The intake ports 9 and 10 communicate with each other near the side end portion of the cylinder head 4, and a fuel injection valve 18 is installed in this communication portion 17.
【０００９】エンジン本体１に対する吸気系には、エア
クリーナ（不図示）からスロツトル弁２１を介して空気
を導入するサージタンク２２と、このサージタンク２２
から吸気ポート９，１０の連通部１７に接続された分岐
管２３が具備されている。吸気弁１３，１４、及び排気
弁１５，１６の動弁機構は、シリンダヘツド４上に位置
するクランク軸（不図示）により回転駆動される吸気弁
用カム軸３４、及び排気弁用カム軸３６にて行なわれる
。各カム軸には、カム３５，３７が配設され、可変バル
ブタイミング機構４０により排気弁、あるいは吸気弁の
開閉タイミングを変更させる。The intake system for the engine body 1 includes a surge tank 22 that introduces air from an air cleaner (not shown) through a throttle valve 21, and this surge tank 22.
A branch pipe 23 is provided which is connected to the communication portion 17 of the intake ports 9 and 10. The valve operating mechanism for the intake valves 13, 14 and the exhaust valves 15, 16 includes an intake valve camshaft 34 and an exhaust valve camshaft 36, which are rotationally driven by a crankshaft (not shown) located on the cylinder head 4. It will be held at Cams 35 and 37 are disposed on each camshaft, and a variable valve timing mechanism 40 changes the opening/closing timing of an exhaust valve or an intake valve.
【００１０】この可変バルブタイミング機構４０による
弁の開閉タイミングは、吸気弁１４に対しては、カム軸
３４を中心に回転可能な回動部材４１が装備され、その
下部にが保持されている。このタペツト部材４２は、カ
ム軸３４に設けられたカム３５と接触する上面４２ａが
フラツトに、下面４２ｂがカム軸を中心とする円弧面、
もしくは球面状に形成されており、下面４２ｂに吸気弁
１４のバルブステム１４ａの上端が当接している。The opening/closing timing of the valve by the variable valve timing mechanism 40 is determined by the intake valve 14 being equipped with a rotating member 41 rotatable about a camshaft 34, which is held at its lower part. This tappet member 42 has a flat upper surface 42a that contacts the cam 35 provided on the camshaft 34, and a lower surface 42b that is an arcuate surface centered on the camshaft.
Alternatively, it is formed into a spherical shape, and the upper end of the valve stem 14a of the intake valve 14 is in contact with the lower surface 42b.
【００１１】回動部材４１の上端突出部４３には、カム
軸３４と平行な制御ロツド４４が貫通し、制御ロツド４
４には制御レバー４５が係合している。この制御レバー
４５は、制御ロツド４４の軸方向と直交する方向に摺動
可能であり、シリンダヘツドバー５の側壁に取付けられ
たアクチユエータ４６により作動される。アクチユエー
タ４６は、エンジン制御部（ＥＣＵ）３０からの制御信
号を受けて動作する。A control rod 44 parallel to the camshaft 34 passes through the upper end protrusion 43 of the rotating member 41.
4 is engaged with a control lever 45. This control lever 45 is slidable in a direction perpendicular to the axial direction of the control rod 44 and is actuated by an actuator 46 mounted on the side wall of the cylinder head bar 5. The actuator 46 operates in response to a control signal from the engine control unit (ECU) 30.
【００１２】一方、他の吸気弁１３も同様な機構を有し
、ＥＣＵ３０の制御により吸気弁１４と同じ作動をする
。上述のアクチユエータ４６により制御レバー４５、及
び制御ロツド４４を介して回動部材４１が回動されると
、それに伴いタペツト部材４２とカム３５との相対位置
が変更されて、吸気弁１４の開閉タイミングが変更され
る。即ち、回動部材４１がカム軸３４の回転方向（図１
にて、×で示した方向）と同方向に回動されたときには
、開閉タイミングは遅らされ、これとは逆方向に回動さ
れたときには、開閉タイミングが早められる。On the other hand, the other intake valves 13 have a similar mechanism and operate in the same way as the intake valves 14 under the control of the ECU 30. When the rotary member 41 is rotated by the above-mentioned actuator 46 via the control lever 45 and the control rod 44, the relative position between the tappet member 42 and the cam 35 is changed accordingly, and the opening/closing timing of the intake valve 14 is changed. is changed. That is, the rotating member 41 rotates in the rotational direction of the camshaft 34 (Fig.
When the opening/closing timing is rotated in the same direction as the direction indicated by the x mark, the opening/closing timing is delayed, and when the opening/closing timing is rotated in the opposite direction, the opening/closing timing is advanced.
【００１３】尚、排気弁１５，１６は、上記吸気弁と同
様な機構を有し、アクチユエータ４７がＥＣＵ３０の制
御を受けて排気弁を、吸気弁と同様に作動させるので、
ここではその図示、及び説明を省略する。エアフロメー
タ５０での吸入空気量は、吸入空気量信号として、また
ブースト圧センサ（不図示）からのブースト圧、及びエ
ンジン回転数ＮｅもＥＣＵ３０に入力される。さらにＥ
ＣＵ３０は、内蔵するメモリ３０ａに、後述する運転状
態に対応するエンジン制御領域マツプ等を格納する。Note that the exhaust valves 15 and 16 have the same mechanism as the above-mentioned intake valve, and the actuator 47 operates the exhaust valve in the same manner as the intake valve under the control of the ECU 30.
Here, illustration and explanation thereof will be omitted. The intake air amount measured by the air flow meter 50 is input to the ECU 30 as an intake air amount signal, and the boost pressure from a boost pressure sensor (not shown) and the engine rotation speed Ne are also input to the ECU 30. Further E
The CU 30 stores, in its built-in memory 30a, an engine control area map corresponding to an operating state, which will be described later.
【００１４】次に、本実施例の装置におけるエンジンの
出力制御について詳細に説明する。図３は、本実施例に
係るエンジンのバルブタイミング制御マツプを示す。こ
れは、エンジン回転数Ｎｅとエンジン負荷（吸気管圧力
）Ｐｂとの相互関係から決まる運転状態を示すもので、
後述するように吸気弁、及び排気弁のバルブタイミング
を変化させることで各運転状態を実現する。Next, engine output control in the apparatus of this embodiment will be explained in detail. FIG. 3 shows a valve timing control map for the engine according to this embodiment. This indicates the operating state determined by the interrelationship between engine speed Ne and engine load (intake pipe pressure) Pb.
As will be described later, each operating state is realized by changing the valve timing of the intake valve and exhaust valve.
【００１５】図４は、本実施例に係る装置における可変
バルブタイミング機構による排気弁、及び吸気弁のバル
ブのタイミングを示す図である。同図において、左側が
排気弁（Ｅｘ．と略記）、右側が吸気弁（Ｉｎ．と略記
）のリフトカーブである。尚、横軸はクランク角を表わ
しており、ＴＤＣは上死点、ＢＤＣは下死点を意味する
。また、縦軸は弁揚程（リフト量）である。FIG. 4 is a diagram showing the valve timing of the exhaust valve and intake valve by the variable valve timing mechanism in the apparatus according to this embodiment. In the figure, the left side is the lift curve of the exhaust valve (abbreviated as Ex.), and the right side is the lift curve of the intake valve (abbreviated as In.). Note that the horizontal axis represents the crank angle, TDC means top dead center, and BDC means bottom dead center. Moreover, the vertical axis is the valve lift (lift amount).
【００１６】上述の如く、回転部材４１の回転方向を調
整して排気弁、及び吸気弁の閉タイミングを遅らせるよ
う制御するとポンピングロス低減となり、排気弁、及び
吸気弁は破線にて示したタイミングで動作するので燃費
重視での運転が可能となる。また、実線にて示されるタ
イミングのように閉タイミングを早め、吸入空気充填量
が最大のバルブタイミングにすると出力重視の運転が可
能となる。As described above, by controlling the rotation direction of the rotating member 41 to delay the closing timing of the exhaust valve and intake valve, pumping loss is reduced, and the exhaust valve and intake valve close at the timing indicated by the broken line. Since it operates, it is possible to drive with an emphasis on fuel efficiency. Further, as shown in the timing shown by the solid line, by advancing the closing timing and setting the valve timing at which the intake air filling amount is maximum, it is possible to operate with an emphasis on output.
【００１７】図５は、本実施例における運転領域変更制
御手順を示すフローチヤートである。同図において、Ｅ
ＣＵ３０は、ステツプＳ１でエンジン回転数Ｎｅ、ステ
ツプＳ２でエンジン負荷として吸気管圧力Ｐｂをそれぞ
れ入力する。そして、ステツプＳ３では、図３に示した
、ＥＣＵ３０に内蔵するメモリ３０ａに格納されたエン
ジンのバルブタイミング制御マツプに従い、運転領域が
出力領域か、それ以外の領域（燃費領域）かの判定を行
なう。FIG. 5 is a flowchart showing the operating range change control procedure in this embodiment. In the same figure, E
The CU 30 inputs the engine rotational speed Ne in step S1, and inputs the intake pipe pressure Pb as the engine load in step S2. Then, in step S3, it is determined whether the operating region is an output region or another region (fuel efficiency region) according to the engine valve timing control map stored in the memory 30a built into the ECU 30, as shown in FIG. .
【００１８】ステツプＳ３での判定がＹＥＳであれば、
エンジン出力制御を燃費重視としてステツプＳ４に進み
、図４の破線にて示すように吸気弁、及び排気弁の閉タ
イミングを遅らせる。しかし、ステツプＳ３での判定が
ＮＯであればエンジン出力制御が出力重視であるとして
ステツプＳ５に進み、オートクルーズがオンであるか否
かを判定する。ここでの判定がＮＯであれば、ステツプ
Ｓ８に進み、吸気弁、及び排気弁の閉タイミングを早め
る出力重視運転を行なう。しかし、ステツプＳ５での判
定がＹＥＳであれば、次のステツプＳ６で、前回のオー
トクルーズの状態、即ち、今回の処理で初めてオートク
ルーズがオフからオンになつたのかどうかの判定を行な
う。[0018] If the determination at step S3 is YES,
The engine output control is focused on fuel efficiency, and the process proceeds to step S4, where the closing timing of the intake valve and exhaust valve is delayed as shown by the broken line in FIG. However, if the determination in step S3 is NO, it is assumed that engine output control is focused on output, and the process proceeds to step S5, where it is determined whether auto cruise is on. If the determination here is NO, the process proceeds to step S8, and an output-oriented operation is performed in which the closing timing of the intake valve and exhaust valve is advanced. However, if the determination in step S5 is YES, then in the next step S6, it is determined whether or not the previous auto-cruise state, that is, whether auto-cruise has been turned on from off for the first time in the current process.
【００１９】前回の処理でもオートクルーズがオンであ
ればステツプＳ６での判定はＹＥＳとなるので、ＥＣＵ
３０は処理をステツプＳ４に進める。逆に、ステツプＳ
６の判定がＮＯ、つまり今回の処理で初めてオートクル
ーズがオフからオンになつたときには、エンジン出力制
御を燃費重視の制御に移行させる。即ち、ステツプＳ７
で、遅延制御としてスロツトルＷＯＴスイツチをオフに
し、バルブタイミングを、エンジン出力制御が出力重視
から燃費重視に移行する状態変更速度を緩慢にして走行
シヨツクを防止するよう制御する。ステツプＳ７での処
理後は、ステツプＳ４にて燃費重視での運転、つまり吸
気弁、及び排気弁の閉タイミングを遅らせるバルブタイ
ミング制御を実行する。If the auto cruise was on in the previous process, the determination in step S6 would be YES, so the ECU
30 advances the process to step S4. On the contrary, step S
If the determination in step 6 is NO, that is, when auto cruise is turned on from off for the first time in the current process, engine output control is shifted to fuel efficiency-oriented control. That is, step S7
Then, as a delay control, the throttle WOT switch is turned off, and the valve timing is controlled to slow down the state change speed at which engine output control shifts from emphasizing output to emphasizing fuel efficiency, thereby preventing running shock. After the processing in step S7, in step S4, an operation with emphasis on fuel efficiency, that is, valve timing control that delays the closing timing of the intake valve and exhaust valve is executed.
【００２０】ステツプＳ９では、ＥＣＵ１３はエンジン
負荷が勾配登坂中等で増大する方向、つまりエンジン負
荷Ｐｂが所定値Ｐｃ以上か否かを判定する。ステツプＳ
９で、エンジン負荷が所定値以上ではないと判定される
か、あるいは所定値以上でも次のステツプＳ１０でオー
トクルーズがオンでなければ、リターンして処理を終え
る。しかし、ステツプＳ９，Ｓ１０にてエンジン負荷が
所定値以上で、かつオートクルーズがオンであると判定
されれば、ステツプＳ１１にてスロツトルＷＯＴスイツ
チをオンにし、ステツプＳ８に進んで運転を燃費領域か
ら出力領域へ戻す。In step S9, the ECU 13 determines whether or not the engine load increases in the direction of climbing a slope or the like, that is, whether or not the engine load Pb is greater than or equal to a predetermined value Pc. Step S
If it is determined in step S9 that the engine load is not greater than the predetermined value, or if the autocruise is not turned on in the next step S10 even if the engine load is greater than the predetermined value, the process returns and ends. However, if it is determined in steps S9 and S10 that the engine load is above a predetermined value and that the auto cruise is on, the throttle WOT switch is turned on in step S11, and the process proceeds to step S8 to control the operation from the fuel consumption range. Return to output area.
【００２１】図６は、図５のフローチヤートにて示した
運転領域変更制御時におけるバルブタイミング、スロツ
トル開度、そして車速相互の関係を示す図である。図６
において、時刻Ａにオートクルーズがオンにされたとす
ると、バルブタイミングは実線にて示すように出力運転
から燃費運転へ遅延時間Ｔｄを持たせて緩慢、かつ直線
的に変化させる。このバルブタイミングの状態変化に伴
いスロツトル開度は徐々に増加し、遅延時間Ｔｄ経過後
は一定開度に保たれ、車速もオートクルーズとして設定
した速度に保持される。FIG. 6 is a diagram showing the relationship among the valve timing, throttle opening, and vehicle speed during the operating range change control shown in the flowchart of FIG. Figure 6
If auto cruise is turned on at time A, the valve timing is changed slowly and linearly from output operation to fuel efficiency operation with a delay time Td, as shown by the solid line. As the valve timing changes, the throttle opening degree gradually increases, and after the delay time Td has elapsed, the throttle opening degree is kept constant, and the vehicle speed is also kept at the speed set for autocruise.
【００２２】一方、出力運転時にオートクルーズがオン
となつたとき、一点鎖線にて示すようにバルブタイミン
グの状態変化に遅延時間を持たせないで制御した場合、
スロツトル開度は、そのバネの影響を受けて振動を起こ
し、車速もわずかに揺れながら、やがて一定値（オート
クルーズ設定速度）に落ち着く。以上説明したように、
本実施例によれば、出力領域にて運転中にオートクルー
ズがオンとなつたとき、燃費領域へのバルブタイミング
状態変化速度を通常の運転時に比べて緩慢にすることで
、状態変化に伴う走行シヨツクを防止することができる
という効果がある。On the other hand, when the auto cruise is turned on during power operation, if control is performed without adding a delay time to the change in valve timing state, as shown by the dashed line,
The throttle opening causes vibrations due to the influence of the spring, and the vehicle speed fluctuates slightly, but eventually settles to a constant value (auto cruise set speed). As explained above,
According to this embodiment, when autocruise is turned on while driving in the power range, the speed at which the valve timing state changes to the fuel efficiency range is made slower than during normal driving, thereby reducing the speed of driving due to the change in state. This has the effect of preventing shots.
【００２３】また、バルブタイミング状態変化速度に遅
延を持たせることでスロツトル制御が円滑に進むので、
高速定常走行における燃費を改善することができるとい
う効果がある。以上説明したように、本発明によれば、
高速定常走行での燃費改善を図ると共に、運転領域移行
時の走行シヨツクを防止できるという効果がある。[0023] Furthermore, by providing a delay in the valve timing state change speed, throttle control proceeds smoothly.
This has the effect of improving fuel efficiency during steady high-speed driving. As explained above, according to the present invention,
This has the effect of improving fuel efficiency during steady high-speed driving, as well as preventing vehicle shocks when changing driving ranges.
【図１】本発明に係る実施例であるエンジンの制御装置
の要部構成の垂直断面図である。FIG. 1 is a vertical cross-sectional view of a main part configuration of an engine control device according to an embodiment of the present invention.
【図２】図１のＩ―ＩＩ線に沿つた断面図である。FIG. 2 is a sectional view taken along line I-II in FIG. 1;
【図３】本実施例に係るエンジンのバルブタイミング制
御マツプを示す図である。FIG. 3 is a diagram showing a valve timing control map for the engine according to the present embodiment.
【図４】本実施例に係る装置の可変バルブタイミング機
構によるバルブタイミングを示す図である。FIG. 4 is a diagram showing valve timing by the variable valve timing mechanism of the device according to the present embodiment.
【図５】本実施例における運転領域変更制御手順を示す
フローチヤートである。FIG. 5 is a flowchart showing an operating region change control procedure in this embodiment.
【図６】運転領域変更制御時におけるバルブタイミング
、スロツトル開度、車速の相互の関係を示す図である。FIG. 6 is a diagram showing the mutual relationship among valve timing, throttle opening, and vehicle speed during driving range change control.
１ エンジン本体
２ シリンダ
３ シリンダブロツク４
シリンダヘツド５ シリ
ンダヘツドカバー６ ピストン
７ 燃焼室
８ 点火プラグ
９，１０ 吸気ポート
１１，１２ 排気ポート
１３，１４ 吸気弁
１５，１６ 排気弁
１７ 連通部
１８ 燃料噴射弁
２１ スロツトル弁
２２ サージタンク
２３ 分岐管
３０ エンジン制御部（ＥＣＵ）３４
吸気弁用カム軸
３６ 排気弁用カム軸
３５，３７ カム
４０ 可変バルブタイミング機構４１
回動部材
４２ タペツト部材
４４ 制御ロツド
４５ 制御レバー
４６ アクチユエータ
５０ エアフロメータ1 Engine body 2 Cylinder 3 Cylinder block 4
Cylinder head 5 Cylinder head cover 6 Piston 7 Combustion chamber 8 Spark plugs 9, 10 Intake ports 11, 12 Exhaust ports 13, 14 Intake valves 15, 16 Exhaust valve 17 Communication portion 18 Fuel injection valve 21 Throttle valve 22 Surge tank 23 Branch pipe 30 Engine control unit (ECU) 34
Intake valve camshaft 36 Exhaust valve camshaft 35, 37 Cam 40 Variable valve timing mechanism 41
Rotating member 42 Tappet member 44 Control rod 45 Control lever 46 Actuator 50 Air flow meter
Claims (2)
は出力重視のエンジン出力制御を行ない、それ以外の領
域では燃費重視のエンジン出力制御を行なう制御手段を
備えるエンジンの制御装置であつて、前記制御手段は、
出力領域にて運転中にオートクルーズがオンとなつたと
きは燃費重視の制御を行ない、かつ出力重視のエンジン
出力制御から燃費重視のエンジン出力制御への移行速度
を該オートクルーズオン時においては、オートクルーズ
オフ時に比べて緩慢に行なうことを特徴とするエンジン
の制御装置。1. An engine control device comprising a control means for performing engine output control emphasizing output in an output region and performing engine output control emphasizing fuel efficiency in other regions depending on the operating state of the engine, said control means teeth,
When auto cruise is turned on while driving in the power range, control is performed that emphasizes fuel efficiency, and the transition speed from engine output control that emphasizes output to engine output control that emphasizes fuel efficiency is controlled when auto cruise is on. An engine control device that operates more slowly than when auto cruise is turned off.
化させるバルブタイミング変更手段であつて、燃費重視
のエンジン出力制御を行なうときには、出力重視のエン
ジン出力制御を行なうときと比較して吸気弁閉時期を遅
くすることを特徴とする請求項第１項に記載のエンジン
の制御装置。2. The control means is a valve timing changing means for changing the timing at which the intake valve is closed, and when performing engine output control with an emphasis on fuel efficiency, the control means is a valve timing changing means that changes the timing at which the intake valve is closed, and when performing engine output control with emphasis on fuel efficiency, the intake valve is closed more quickly than when performing engine output control with emphasis on output. The engine control device according to claim 1, characterized in that the closing timing is delayed.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2405091A JP2918697B2 (en) | 1990-12-21 | 1990-12-21 | Engine control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2405091A JP2918697B2 (en) | 1990-12-21 | 1990-12-21 | Engine control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH04224243A true JPH04224243A (en) | 1992-08-13 |
| JP2918697B2 JP2918697B2 (en) | 1999-07-12 |
Family
ID=18514730
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2405091A Expired - Fee Related JP2918697B2 (en) | 1990-12-21 | 1990-12-21 | Engine control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2918697B2 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100241393B1 (en) * | 1996-12-23 | 2000-03-02 | 류정열 | Engine for vehicle and its control method |
-
1990
- 1990-12-21 JP JP2405091A patent/JP2918697B2/en not_active Expired - Fee Related
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR100241393B1 (en) * | 1996-12-23 | 2000-03-02 | 류정열 | Engine for vehicle and its control method |
Also Published As
| Publication number | Publication date |
|---|---|
| JP2918697B2 (en) | 1999-07-12 |
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