GB2499875A - Electronically controlled throttle device with brake override control - Google Patents

Electronically controlled throttle device with brake override control Download PDF

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Publication number
GB2499875A
GB2499875A GB1300069.0A GB201300069A GB2499875A GB 2499875 A GB2499875 A GB 2499875A GB 201300069 A GB201300069 A GB 201300069A GB 2499875 A GB2499875 A GB 2499875A
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United Kingdom
Prior art keywords
opening degree
throttle valve
bor
predetermined
time
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
Application number
GB1300069.0A
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GB2499875B (en
GB201300069D0 (en
Inventor
Yoshihko Amano
Fumihko Okuyamo
Shigehiko Sugehiko
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Keihin Corp
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Keihin Corp
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Publication of GB201300069D0 publication Critical patent/GB201300069D0/en
Publication of GB2499875A publication Critical patent/GB2499875A/en
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Publication of GB2499875B publication Critical patent/GB2499875B/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/107—Safety-related aspects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • F02D41/222—Safety or indicating devices for abnormal conditions relating to the failure of sensors or parameter detection devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
    • B60K26/04—Arrangements or mounting of propulsion unit control devices in vehicles of means connecting initiating means or elements to propulsion unit
    • B60K2026/046—Arrangements or mounting of propulsion unit control devices in vehicles of means connecting initiating means or elements to propulsion unit with electrical transmission means
    • 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
    • B60W2300/00—Indexing codes relating to the type of vehicle
    • B60W2300/36—Cycles; Motorcycles; Scooters
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0604—Throttle position
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/103—Accelerator thresholds, e.g. kickdown
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0605—Throttle position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/106—Detection of demand or actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position

Abstract

An electronically controlled throttle device 1, for vehicle such as a motorcycle, includes a control unit (ECU) 8a, 8b having inputs from an accelerator opening degree sensor 2 indicating an opening degree of a throttle valve 9 and from a brake switch 3 indicating an operation of a brake pedal 12. If the inputs from the accelerator sensor 2 indicates that the degree of opening of the throttle valve 9 has been constant for a predetermined time or longer and the inputs from the brake switch 3 indicates the brake pedal has been operated for a predetermined time or longer the control unit 8a, 8b uses a control mode in which the opening degree of the throttle valve 9 is gradually reduced, via an actuator 13, to a predetermined opening degree according to attenuation characteristics based on a running state of the vehicle, e.g. angular velocity at which the throttle valve rotates. The control unit 8a, 8b may use feedback control on the actuator 13 and the running state of the vehicle may include vehicle speed and gear position.

Description

ELECTRONICALLY CONTROLLED THROTTLE DEVICE
BACKGROUND OF THE INVENTION
The present invention relates to an electronically controlled throttle device, and .more particularly relates to an electronically controlled throttle device that can perform feedback control of a throttle valve so that a throttle opening degree matches a target throttle opening degree according to an accelerator opening degree and can also perform brake over-ride (BOR) control.
In recent years, there, has been proposed, a type of electronically controlled throttle device that calculates a target throttle opening degree based on an accelerator opening degree to drive an actuator such as a motor so that a throttle opening; degree becomes the target throttle opening degree, thereby controlling opening/closing of a throttle valve.
In such an electronically controlled throttle device, if abnormality occurs in a system that detects an accelerator opening degree (an accelerator opening degree sensor and a mechanism for transmitting a movement of an accelerator grip to the accelerator opening degree sensor), and an accelerator opening degree different from the actual accelerator opening degree is detected, the throttle opening degree is controlled to an opening degree not corresponding to the actual accelerator
1
opening degree, and thus a vehicle may be accelerated or decelerated against the driver's intention.
Under such circumstances, Japanese Patent Application Laid-open No. Hll-148396 relates to a vehicle running control device and particularly discloses a configuration in which when a state where an accelerator opening degree is substantially constant continues for a predetermined time or longer, and brakes are applied, a control amount of the throttle opening degree is restricted,, thereby restricting the throttle opening degree if abnormality occurs in an accelerator opening degree sensor.
Furthermore, Japanese Patent Application Laid-open No. 2011-214525 relates to a torque control device of an in-vehicle power generation device, and particularly discloses a configuration in which when a vehicle is not decelerated even if brakes are applied, and when a brake operation continues for a predetermined time or longer, an. engine output is restricted.
SUMMARY OF THE INVENTION
However, according to the studies of the present inventors, in the configuration of Japanese Patent Application Laid-open No. .Hll-148396, when a driver applies brakes while maintaining an accelerator grip constant, (maintaining an operation amount of the accelerator grip constant} , such as the time of starting
9
on a slope, the engine output may not be increased and starting may not be executed as intended by the driver. Particularly in a case of a motorcycle, a starting operation may be performed by maintaining the accelerator grip constant, while applying a rear brake. In this case, the driver may have a strong uncomfortable feeling.
Meanwhile, in the configuration of Japanese Patent Application Laid-open No, 2011-214525, such a case where an engine output is decreased carelessly when there is a less possibility of abnormality in the accelerator opening degree sensor can be reduced, and thus it is possible to suppress occurrence of uncomfortable feeling, such that the driver feels that his intended starting cannot be performed.
However, according to the studies of the present inventors, in the configurations described in Japanese Patent Application Laid-open Nos, Hll-148396 and 2011-214525, an engine output is decreased without taking the vehicle running state into consideration. Therefore, particularly, in a light-weight vehicle such as a motorcycle, because the engine output is decreased., the driver may often feel a behavior change of the vehicle such as wobbling of the vehicle due to rapid deceleration at the time of a low vehicle speed.
The present invention has been achieved in view of the above problems, and an object of the present invention is to
3
provide an electronically controlled throttle device that can suppress occurrence of a behavior change of a vehicle at the time of decreasing an engine output due to a possibility that abnormality occurs in an accelerator opening degree sensor.
To achieve the above object, a first aspect of the present invention is to provide an electronically controlled throttle device comprising: an actuator that drives a throttle valve; a throttle opening degree sensor that detects an opening degree of the throttle valve; an accelerator opening degree sensor that detects an indicated, opening degree of the throttle valve correspondingly due to an accelerator operating member as an accelerator indicated opening degree; a brake switch that detects a brake operation; and a control device that calculates a target opening degree of the throttle valve based on the accelerator indicated opening degree to perform, feedback control on the actuator so that the opening degree of the throttle valve detected by the throttle opening degree sensor matches the target opening degree, wherein the control device includes a control mode in which when a state where the accelerator indicated opening degree is substantially constant, continues for a predetermined time or longer and the brake operation continues for a predetermined time or longer, the actuator is drive-controlled so as to restrict the opening degree of the throttle valve, and at a time of executing the
control mode, the control device gradually decreases the opening degree of the throttle valve to a predetermined opening degree according to attenuation characteristics based on a running state of a vehicle.
According to a second aspect of the present, invention, in addition to the first aspect, the control device discriminates the running state of the vehicle based on a vehicle, speed or a gear position, and at a time of a low speed or a low gear position, the control device controls the attenuation characteristics to be more gradual than those at a time of a high speed or a high gear position.
According to a third aspect of the present invention, in addition to the first or second aspect, at a time of executing the control mode, when the target opening degree of the throttle valve is smaller than the predetermined opening degree, the control device performs feedback control on the actuator so that the opening degree of the throttle valve matches the target opening degree.
According to a fourth aspect of the present invention,, in addition to any of the first to third aspects, at a time of executing the control .mode, when the opening degree of the throttle valve has reached the predetermined opening degree and the brake operation continues, the control device gradually decreases the opening degree of the throttle valve to a second
5
predetermined opening degree smaller than the predetermined opening degree, and when the brake operation is stopped, the control device gradually returns the opening degree of the throttle valve to the predetermined opening degree.
According to a fifth aspect of the present invention, in addition to any of the first to fourth aspects, the predetermined opening degree is calculated based on a gear position or an engine speed, and at a time of a high gear position or a low engine speed, the predetermined opening degree is smaller than that at a time of a low gear position or a high engine speed.
In the electronically controlled throttle device according to the first aspect of the present invention, the control device includes the control, mode in which when a state where the accelerator indicated opening degree is substantially constant continues for a predetermined time or longer ana the brake operation continues for a predetermined time or longer,, the actuator is drive-controlled so as to restrict the opening degree of the throttle valve, and at the time of executing the control mode, the control device gradually decreases the opening degree of the throttle valve to a predetermined opening degree according to the attenuation characteristics based on the running state of a vehicle. Accordingly, at the time of decreasing an engine output due to a possibility that
abnormality occurs in the accelerator opening degree sensor, it is possible to suppress occurrence of a behavior change of the vehicle,
In the electronically controlled throttle device according to the second aspect of the present invention, the control device discriminates the running state of the vehicle based on the vehicle speed or the gear position, and at the time of a low speed or a low gear position, the control device controls the attenuation characteristics to be more gradual than those at the time of a high speed or a high gear position. Therefore, particularly, it is possible to suppress wobbling of the vehicle due. to rapid deceleration at the time of a low vehicle speed, and the. deceleration state of the vehicle can be appropriately controlled by discriminating such a case where deceleration of the vehicle is likely to change according to a speed reduction ratio, thereby enabling to suppress occurrence of a behavior change of the vehicle.
In the electronically controlled throttle device in the third aspect of the present invention, at the time of executing the control mode, when the target opening degree of the throttle valve is smaller than the predetermined opening degree, the control device performs feedback control on the actuator so that the opening degree of the throttle valve matches the target opening degree. Particularly, when it is possible to detect n
i
that a driver has more returned the accelerator operating member, taking such a case into consideration that the accelerator opening degree sensor returns to a normal state, the driver'' s intention to decelerate is given priority to decelerate the vehicle further, thereby enabling to suppress occurrence of a behavior change of the vehicle.
In the electronically controlled throttle device in the fourth aspect of the present invention, at the time of executing the control mode, when the opening degree of the throttle valve has reached the predetermined opening degree and the brake operation continues, the control device, gradually decreases the opening degree of the throttle valve to the second predetermined opening degree smaller than the predetermined opening degree, Accordingly, it is possible to suppress the engine speed to increase excessively when the vehicle is stopped and the gear is put into a neutral position. Furthermore, when the brake operation is stopped, because the control device gradually returns the opening degree of the throttle valve to the predetermined opening degree, a required engine speed can be obtained at the time of starting the vehicle from the stopped state of the vehicle.
In the electronically controlled throttle device in the fifth aspect of the present invention, the predetermined opening degree is calculated based on the gear position or the
engine speed, and at the time of a high gear position or a low engine speed, the predetermined opening degree is smaller than that at the time of a low gear position or a high engine speed. Accordingly, it is possible to control such that a braking force becomes larger than that of an acceleration side torque of a drive wheel, thereby enabling to suppress occurrence of a behavior change of the vehicle.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG, 1 is a block diagram showing a configuration of an electronically controlled throttle device according to an embodiment of the present invention;
FIGS, 2 to 4 are flowcharts showing flows of a brake over-ride control process of the electronically controlled throttle device according to the embodiment; and
FIG. 5 is a timing chart of an example of the brake over-ride control process of the electronically controlled throttle device according to the embodiment.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
Embodiments of an electronically controlled throttle device according to the present invention will be explained below in detail with reference to the drawings, [Configuration of electronically controlled throttle device]
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First, a configuration of an electronically controlled throttle device according to an embodiment of the present invention is explained in detail with reference to FIG. 1,
FIG. 1 is a block diagram showing a configuration of the electronically controlled throttle device according to the present emh o d i me nt.
As shown in FIG. 1, an electronically controlled throttle device 1 according to the present embodiment is mounted on a vehicle {not shown), typically on a motorcycle, and includes an accelerator opening degree sensor 2f a brake switch 3, a vehicle speed sensor 4, a gear position sensor 5, an engine speed sensor 6, a throttle opening degree sensor 7, an electronic control unit (ECU) 8, ana a throttle valve 9.
The accelerator opening degree sensor 2 detects an indicated opening degree AP of the throttle valve 9 correspondingly due to by an operation of an accelerator grip
10 as an accelerator indicated opening degree AP, and inputs an electric signal indicating the accelerator indicated opening degree AP to the ECU 8, The brake switch 3 detects an operation of a brake lever 11 for a front, wheel or a foot brake pedal 12 for a rear: wheel by a driver, and inputs an ON signal BRK to the ECU 8 when having detected the operation of the brake lever
11 or the foot brake pedal 12. The accelerator grip 10 is an accelerator operating member, and a mode thereof is not limited
10
to the grip. For example, when the vehicle is a four-wheel-drive vehicle, the accelerator grip is in a mode of an accelerator pedal.
The vehicle speed sensor 4 detects a speed of a vehicle (vehicle speed) V, and inputs an electric signal indicating the detected vehicle speed V to the ECU 8 . The gear position sensor
5 detects a position of a speed-change gear of the vehicle (gear position), and inputs an electric signal indicating the detected gear position to the ECU 8. The engine speed sensor
6 detects an engine, speed of the vehicle, and inputs an electric signal indicating the detected engine speed to the ECU 8 . The throttle opening degree sensor 7 detects an opening degree TH of the throttle valve 9, and inputs an electric signal indicating the detected opening degree TH to the ECU 8.
The ECU 8 operates by using power supplied from a battery B mounted on the vehicle, and includes an actuator drive circuit 8a, a CPU 8b, and a memory (not shown) ana the like. The actuator drive circuit 8a drives the motor 13 that opens or closes the throttle valve 9, thereby controlling the opening degree TH of the throttle valve 9 to an opening degree instructed by the CPU 8b. The CPU 8b executes a control program (not shown) to control an operation of the entire electronically controlled throttle device 1, More specifically, the CPU 3b calculates a target opening degree of the throttle valve 9 based on the accelerator
indicated opening degree AP to perform feedback control on the actuator drive circuit 8a so that the opening degree TH of the throttle valve 9 detected bv the throttle opening degree sensor 7 matches the target opening degree. Furthermore, when there is a possibility that, the accelerator opening degree sensor has abnormality, the CPU 8b executes a brake over-ride control process {explained below) to calculate the target opening degree (BOR target opening degree) of the throttle valve 9, and performs feedback control on the actuator drive circuit 8a so that the opening degree TH of the throttle valve 9 detected by the throttle opening degree sensor 7 matches the BOR target o p e n i n g d e g r e e.
The brake over-ride control process executed by the CPU 8b is executed by a predetermined program stored in a memory. More specifically, the brake over-ride control process is for controlling the drive of the motor 13 so as to restrict the opening degree of the throttle valve 9, when a substantially constant state where the accelerator indicated opening degree AP is in such a fluctuation range that the opening degree is deemed not to change practically continues for a predetermined time or longer, and the brake operation by the brake lever 11 or the foot brake pedal 12 continues for a predetermined time or longer. More specifically, the brake over-ride control process is a control mode for gradually decreasing the opening
degree of the throttle valve 9 to a predetermined opening degree according to attenuation characteristics based on the running state of the vehicle. Such attenuation characteristics are provided by an attenuation coefficient related to an angular velocity at which the throttle valve 9 rotates. In order to suppress wobbling of the vehicle due to rapid deceleration, particularly, at the time of a low vehicle speed ana appropriately control the deceleration state of the vehicle by discriminating a case where deceleration of the vehicle is likely to change according to a speed reduction ratio,, the running state of the vehicle is discriminated based on the vehicle speed or the gear position. At the time of a low vehicle speed or a low gear position, it is desired to decrease the attenuation coefficient and set the attenuation characteristics to be gradual so that the throttle valve 9 can rotate at a large angular velocity, as compared to an angular velocity at the time of a high vehicle speed or a high gear position.
In the brake over-ride control process executed by the CPU 8b, when the target opening degree of the throttle valve 9 is smaller than the predetermined opening degree to be gradually decreased during the execution of the brake over-ride control process, it is desired to perform feedback control on the motor 13 so that the opening degree of the throttle valve 9 matches
the target opening degree, When the acceleration opening degree sensor returns to the normal state and it is detected that the driver has returned the accelerator grip 10, the vehicle can be decelerated further by giving a high priority on the driver's intention to decelerate.
In the brake over-ride control process executed by the CPU 8b, when the opening degree of the throttle valve 9 has reached the predetermined opening degree to be gradually decreased and the brake operation by the brake lever 11 or the foot brake pedal 12 continues during execution of the brake ove.r~r.ide control process, the opening degree of the throttle valve 9 is desired to be gradually decreased to the second predetermined opening degree smaller than the predetermined opening degree, thereby suppressing the engine speed unnecessarily to increase excessively when the vehicle is stopped and the gear is put into a neutral position. Thereafter, when the brake operation by the brake lever 11 or the foot brake pedal 12 is stopped, the opening degree of the throttle valve 9 is desired to be gradually returned to the previous predetermined opening degree to be gradually decreased, thereby enabling to obtain required engine rotation at the time of starting the vehicle from the. stop state of the vehic.1.e .
In the brake over-ride control process executed by the CPU 8b, the predetermined opening degree to which the opening degree
14
of the throttle valve 9 is gradually decreased is calculated based on the gear position or the engine speed. At the time of a high gear position or a low engine speed, it is desired to set the predetermined opening degree smaller than that at the time of a low gear position or a high engine speed. In this case, it is possible to control such that a braking force becomes larger than that of an acceleration side torque of a drive wheel.
[Brake over-ride control process]
In the electronically controlled throttle device 1 having the configuration described above, the brake over-ride (hereinafter, BOR) control process explained below is executed to suppress occurrence of a behavior change of a vehicle at the time of restricting the opening degree of the throttle valve because abnormality may have occurred in the accelerator opening degree sensor 2. The operation of the electronically controlled throttle device 1 at the time of executing the BOR control process is explained in detail with reference to flowcharts shown in FIGS. 2 to 4.
FIGS. 2 to 4 are flowcharts respectively showing flows in the brake over-ride control process, a BOR-execution determination process,, and a BOR-opening degree calculation process in the present, embodiment.
The flowchart shown in FIG, 2 is started at a timing at which an ignition switch of a vehicle is switched from an OFF
state to an ON state, and the BOR control process proceeds to a process in Step SI. The BOR control process is repeatedly executed for each predetermined control cycle while the ignition switch of the vehicle is in the ON state.
In a process in Step SI, the CPU 8b executes the BOR-execution determination process to determine whether to execute the BOR control process. Details of the BOR-execution determination process will be described later with reference to the flowchart shown in FIG, 3, With the above operation, the process in Step SI is complete, and the BOR control process proceeds to a process in Step S2.
In the process in Step S2, the CPU 8b discriminates whether a value of a flag FBO indicating whether the BOR control process being executed is 1, thereby discriminating whether the BOR control process is currently executed. As a result of this discrimination, when the value of the flag FBO is 1, the CPU 8b determines that the BOR. control process is currently executed, and the BOR control process proceeds to a process in Step S5. On the other hand, when the value of the flag FBO is 0, the CPU 8b determines that the BOR control process is not currently executed, and advances the BOR control process to a process in Step S3.
In the process in Step S3, the CPU 8b sets the value of the flag FBO indicating whether the BOR control process being
16
executed to 0 {stop the BOR control) . With this operation, the process in Step S3 is complete, and the BOR control process proceeds to a process in Step S4.
In the process in Step S4, the CPU 8b sets the target opening degree of the throttle valve in the BOR control process (BOR target opening degree) to 0 degree. With this operation, the process in Step S4 is complete, thereby finishing the series of the BOR control process.
In the process in Step S5, the CPU 8b executes the BOR-opening degree calculation process to calculate the target opening degree of the throttle valve in the BOR control process (BOR target opening degree) . Details of the BOR-opening degree calculation process will be described later with reference to the flowchart shown in FIG. 4. With this operation, the process in Step S5 is complete, and the BOR control process proceeds to a process in Step S6.
In the process in Step 56, the CPU 8b discriminates whether the accelerator indicated opening degree AP is smaller than a predetermined opening degree APB based on the electric signal input from the accelerator opening degree sensor 2. As a result of this discrimination, when the accelerator indicated opening degree. AP is smaller than the predetermined opening degree APB, the CPU 8b advances the BOR control process to a process in Step S8. On the other hand, when, the accelerator indicated opening
degree AP is equal to or larger than the predetermined opening degree APB, the CPU 8b advances the BOR control process to a process in Step S7.
In the process in Step S7, the CPU 8b resets a count, value of a subtraction timer TMB for measuring a predetermined time B to the predetermined time B. With this operation, the process in Step S7 is complete, thereby finishing the series of the BOR control process.
In the process in Step S8, the CPU 8b discriminates whether the value of the subtraction timer TMB is 0, thereby discri.mi.nating whether a state where the accelerator indicated opening degree AP is smaller than the predetermined opening degree APB continues for the predetermined time B. As a result of this discrimination, when the subtraction timer TMB is not 0, the CPU 8b determines that the state where the accelerator indicated opening degree AP is smaller than the predetermined opening degree APB does not continue for the predetermined time B, and. returns the BOR control process to the process in Step S7. On the other hand, when the subtraction timer TMB is 0, the CPU 8b determines that the state where the accelerator indicated opening degree AP is smaller than the predetermined opening degree APB continues for the predetermined time B, and advances the BOR control process to a process in Step 39.
In the process in Step S9, the CPU 8b sets the value of
18
the flag FBO indicating whether the BOR control process being executed to 0 (stop the BOR control} , With this operation, the process in Step S9 is complete, and the BOR control process proceeds to a process in Step 310.
In the process in Step S10, the CPU 8b sets the target opening degree of the throttle valve in the BOR control process (BOR target opening degree) to 0 degree. With this operation, the process in Step S10 is complete, thereby finishing the series of the BOR control process.
[BOR-execution determination process]
The operation of the electronically controlled throttle device 1 at the time of executing the BOR-execution determination process is explained in detail with reference to the flowchart shown in FIG. 3,
The flowchart shown in FIG. 3 is started at a timing at which the BOR control process is started; and the BOR-execution determination process proceeds to a process in Step S21.
In the process in Step S21, the CPU 8b discriminates whether a change amount of the accelerator indicated opening degree AP in a closing direction is larger than a predetermined change amount A based on the electric signal input from the accelerator opening degree sensor 2, As a result of this discrimination, when the change amount of the accelerator indicated opening degree AP in the closing direction is larger
than the predetermined change amount A, the BOR-execution determination process proceeds to a process in Step S22. On the other hand, when the change amount of the accelerator indicated opening degree AP in the closing direction is equal to or smaller than the predetermined change amount A, the CPU 8b advances the BOR-execution determination process to a process in Step S29.
In the process in Step S22, the CPU 8b discriminates whether the change amount of the accelerator indicated opening degree AP in an opening direction is smaller than a predetermined change amount B based on the electric signal input from the accelerator opening degree sensor 2. As a result of this discrimination, when the change amount of the accelerator indicated opening degree AP in the opening direction is smaller than the predetermined change amount B, the CPU 8b advances the BOR-execution determination process to a process in Step S23. On the other hand, when the change amount of the accelerator indicated opening degree AP in the opening direction is equal to or larger than the predetermined change amount 3, the CPU 8b advances the BOR-execution determination process to the process in Step S2 9,
In the process in Step S23, the CPU 8b discriminates whether- the vehicle speed V is faster than a predetermined vehicle speed VA based on the electric signal input from the
vehicle speed sensor 4 . As a result of this discrimination, when, the vehicle speed V is faster than the predetermined vehicle speed VA, the CPU 8b advances the BOR-execution determination process to a process in Step S24. On the other hand; when the vehicle speed V is equal to or lower than the predetermined vehicle speed VA, the. CPU 8b advances the BOR-execution determination process to the process in Step S29.
In the process in Step S24, the CPU 8b discriminates whether the ON signal has been input from the brake switch 3. As a result of this discrimination, when the ON signal has been input, the CPU 8b determines that the brake lever 11 or the foot brake pedal 12 is operated, and advances the BOR-execution determination process to a process in Step S25. On the other hand, when the ON signal has not been input, the CPU 8b determines that the brake lever 11 or the foot brake pedal 12 is not operated, and the CPU 8b advances the BOR-execution determination process to the process in Step S29.
In the process in Step S25, the CPU 8b discriminates whether the target opening degree of the throttle valve calculated based on the accelerator indicated opening degree AP (TH target opening degree) is larger than the predetermined opening degree. As a result of this discrimination, when the target opening degree of the throttle valve is larger than the predetermined opening degree, the CPU 8b advances the
BOR-execution determination process to a process in Step S26. On the other hand, when the target opening degree of the throttle valve is equal to or smaller than the predetermined opening degree, the CPU 8b advances the BOR-execution determination process to the process in Step S29.
In the process in Step S26, the CPU 8b discriminates whether the value of the subtraction timer TMA for measuring the predetermined time A is 0, thereby discriminating whether a state where an output of the accelerator opening degree sensor 2 is substantially constant continues for the predetermined time A or longer and the state where the brake lever 11 or the foot brake peclal 12 is operated continues for the predetermined time A or longer. As a result of this discrimination, when the value of the subtraction timer TMA is not 0, the CPU 8b determines that the above states do not continue for the predetermined time A, and advances the BOR-execution determination process to the process in Step S29. On the other hand, when the value of the subtraction timer TMA is 0, the CPU 8b determines that the above states continue for the predetermined time A, and advances the BOR-execution determination process to a process in Step S27.
In the process in Step S27, the CPU 8b sets the value of the flag FBO indicating whether the BOR control process being executed to 1 (the BOR control is currently executed), With this operation, the process in Step S27 is complete, and the
BOR-execution determination process proceeds to a process in Step S28.
In the process in Step S28, the CPU 8b sets the target opening degree of the throttle valve in the BOR control process {BOR target opening degree) to the current throttle opening degree. With this operation, the process in Step S2 8 is complete,, thereby finishing the series of the BOR-execution determination process.
In the process in Step 829, the CPU 8b resets the value of the subtraction timer TMA for measuring the predetermined time A to the predetermined time A. With this operation, the process in Step S2 9 is complete and the BOR-execution determination process proceeds to a process in Step S30.
In the process in Step S30, the CPU 8b sets the target opening degree of the throttle valve in the BOR control process (BOR target opening degree) to 0 degree. With this operation, the process in Step S30 is complete, thereby finishing the series of the BOR-execution determination process, [BOR-opening degree calculation process]
An operation of the electronically controlled throttle device 1 at the time of executing the BOR-opening degree calculation process is explained in detail with reference to the flowchart shown in FIG, 4. The flowchart shown in FIG. 4 is started at a timing at which it is judged that the BOR control
process is currently executed in the process in Step S2, and the BOR-opening degree calculation process proceeds to a process in St ep S 41.
In the process in Step S41, the CPU 8b discriminates whether the target opening degree of the throttle valve calculated based on the accelerator indicated opening degree AP (TH target opening degree) is smaller than the target opening degree of the throttle valve in the BGR control process (BOR target opening degree) . As a result of this discrimination, when the TH target opening degree is smaller than the. BOR target opening degree, the CPU 8b advances the BOR-opening degree calculation process to a process in Step S42 , On the other hand, when the TH target opening degree is equal to or larger than the BOR target opening degree, the CPU 8b advances the BOR-opening degree calculation process to a process in Step S43.
In the process in Step S42, the CPU 8b sets the target opening degree of the throttle valve in the BOR control process (BOR target opening degree) to the target opening degree of the throttle valve (TH target opening degree) calculated based on the accelerator indicated opening degree AP. With this operation, the process in Step S42 is complete, and the BOR-opening degree calculation process proceeds to the process in Step S4 3.
In the process in Step S43, the CPU 8b discriminates
24
whether the target opening degree of the throttle valve in the BOR control process (BOR target opening degree) has reached a predetermined opening degree THA (predetermined BOR opening degree A) . As a result of this discrimination, when the BOR target opening degree has reached the predetermined opening degree THA, the CPU 8b advances the BOR-opening degree calculation process to a process in Step S4 7 . On the other hand, when the BOR target opening degree has not reached the predetermined opening degree THA, the CPU 8b advances the BOR-opening degree calculation process to a process in Step 544 ,
In the process in Step S44, the CPU 8b discriminates whether the vehicle speed V is faster than the predetermined vehicle speed VA based on the electric signal input from the vehicle speed sensor 4. As a result of this discrimination, when the vehicle speed V is faster than the predetermined vehicle speed VA, the CPU 8b advances the BOR-opening degree calculation process to a process in Step S4 5 . On the other hand, when the vehicle speed V is equal to or lower than the predetermined vehicle speed VA, the CPU 8b advances the BOR-opening degree calculation process to the process in Step S4 7 .
In the process in Step S45, the CPU 8b discriminates whether the target opening degree of the throttle valve in the BOR control process (BOR target opening degree) is larger than
the predetermined opening degree THA (predetermined BOR opening degree A) . As a result of this discrimination, when the BOR target opening degree is larger than the predetermined opening degree THA, the CPU 8b advances the BOR-opening degree calculation process to a process in Step S4 6. On the other hand, when the BOR target opening degree is equal to or smaller than the predetermined opening degree THA, the CPU 8b finishes the series of the BOR-opening degree calculation process.
In the process in Step S46, the CPU 8b sets a value obtained by subtracting a predetermined subtraction amount A (> a predetermined subtraction amount B) from the BOR target opening degree in the previous process to the BOR target opening degree in the present process. With this operation, the process in Step S45 is complete, thereby finishing the series of the BOR-opening degree calculation process.
In the process in Step S47, the CPU 8b discriminates whether the target opening degree of the throttle valve in the BOR control process (BOR target opening degree) is larger than a predetermined opening degree THB (predetermined BOR opening degree B), As a result of this discrimination, when the BOR target opening degree is larger than the predetermined opening degree THB, the CPU 8b advances the BOR-opening degree calculation process to a process in Step S4 8 . On the other hand, when the BOR target opening degree is equal to or smaller than
the predetermined opening degree THB, the CPU 8b finishes the series of the BOR-opening degree calculation process.
In the process in Step S48, the CPU 8b sets a value obtained by subtracting the predetermined subtraction amount B (< the predetermined subtraction amount A) from the BOR target opening degree in the previous process to the BOR target opening degree in the present process. With this operation, the process in Step S48 is complete, thereby finishing the series of the BOR-opening degree calculation process.
[Specific example]
Lastly, a specific example of the BOR control process is explained with reference to FIG. 5.
FIG, 5 is a timing chart of an example of the BOR control process in the present embodiment.
In the BOR control process shown in FIG. 5, at a time t-tl, when the accelerator indicated opening degree AP is substantially constant and the ON signal 3RK of the brake switch 3 is detected, counting of the subtraction timer TMA for measuring the predetermined time A is started. At a time t-t2, when it is confirmed that the state where the accelerator indicated opening degree AP is substantially constant continues for about the predetermined time A and the ON state of the brake switch 3 continues for the predetermined time A or longer, the BOR target opening degree is subtracted, in increments of the
27
predetermined subtraction amount A, thereby gradually decreasing the throttle opening degree TH to the predetermined opening degree THA (attenuation in the first stage).
At a time t-t3, after the throttle opening degree TH becomes the predetermined opening degree THA, at a time t~t4, when the vehicle speed V decreases up to the predetermined vehicle speed VA, the BOR target opening degree is subtracted in increments of the predetermined subtraction amount B (< the predetermined subtraction amount A), thereby gradually decreasing the throttle opening degree TH to the predetermined opening degree THB {attenuation in the second stage) . That is, at the time of a low vehicle speed, the throttle opening degree TH is gradually decreased more moderately than at the time of a high vehicle speed.
At a time t=t5, after the throttle opening degree TH becomes the predetermined opening degree THB, at a time t=t6, when the accelerator indicated opening degree AP becomes smaller than the predetermined opening degree APB, counting of the subtraction timer TMB for measuring the predetermined time B is started. At the time t=t6, when the state where the accelerator indicated opening degree AP is smaller than the predetermined opening degree APB continues for about the predetermined time B, the BOR control process finishes.
In the configuration in the present embodiment of the
28
present invention, in the BOR control process, the CPU 8b includes the control mode in which when the state where the accelerator indicated opening degree AP is substantially constant continues for the predetermined time A or longer and the brake operation continues for the predetermined time A or longer, the actuator drive circuit Bet is drive-controlled so as to restrict the opening degree of the throttle valve, and at the time of executing the control mode, the CPU 8b gradually decreases the opening degree of the throttle valve to the BOR target opening degree according to the attenuation characteristics based on the running state of the vehicle. According to such a process, because the opening degree of the throttle valve is gradually decreased according to the attenuation characteristics based on the running state of the vehicle, at the time of decreasing the engine output due to a possibility that abnormality has occurred in the accelerator opening degree sensor 2, it is possible to suppress occurrence of a behavior change of the vehicle such as wobbling of the vehicle.
In the BOR control process, the CPU 8b discriminates the running state of the vehicle based on the vehicle speed, and at the time of a low vehicle speed, the CPU 8b controls the attenuation characteristics of the opening degree of the throttle valve to be more gradual than at the time of a high
29
vehicle speed. According to such a process, because the CPU 8b discriminates the running state of the vehicle based on the vehicle speed, it is possible to suppress wobbling and the like of the vehicle due to rapid deceleration at the time of a low vehicle speed and the vehicle can be rapidly decelerated at the time of a high vehicle speed. The CPU 8b can discriminate the running state of the vehicle based on the gear position. By discriminating the running state of the vehicle based on the gear position, the CPU 8b can discriminate a case where deceleration of the vehicle is likely to change depending on the speed reduction ratio, thereby enabling to control deceleration of the vehicle.
In the BOR control process, "when the target opening degree of the. throttle valve is smaller than the BOR target opening degree, the CPU 8b performs feedback control on the actuator-drive circuit 8a so that the opening degree of the throttle valve matches the target opening degree . According to such a process, the accelerator opening degree sensor 2 returns to the normal state, and the CPU 8b determines that the driver has an intention to decelerate further,, to perform feedback control on the actuator drive circuit 8a so that the throttle opening degree matches the target opening degree.
In the BOR control process, the CPU 8b executes the BOR control process under a condition that the change amount of the
30
accelerator indicated opening degree stagnates within a predetermined range in the opening direction and the closing direction. According to such a process, a threshold is individually set to an opening side (at which it hardly changes due to a force of a return spring that energizes the throttle valve in the closing direction) and a closing side (at which it is likely to change due to the force of the return spring) of the accelerator grip 10, and it can be accurately discriminated that the accelerator indicated opening degree AP is substantially constant.
In the BOR control process, when the opening degree of the throttle valve has reached the predetermined opening degree THA and the brake operation continues, the CPU 8b gradually decreases the opening degree of the throttle valve to the predetermined opening degree THB, which is equal to or smaller than the predetermined opening degree THA, and when the brake operation is stopped, the opening degree of the throttle valve can be gradually returned to the predetermined opening degree THA. According to such a process, it is possible to suppress the engine speed to increase excessively when the vehicle is stopped and the gear is put into a neutral position, and the required engine speed can be obtained at the time of starting the vehicle front the stop state.
In the BOR control process, the CPU 8b cetlculat.es the BOR
31
target opening degree based on the gear position or the engine speed, and at the time of a high gear position and/or a low engine speedf the CPU 8b can decrease the BOR target opening degree as compared to that at the time of a low gear position and/or a high engine speed. According to such a process, a torque of a drive wheel can be restricted so that a braking force overcomes a drive force. Furthermore, at the time of having a fault in the gear position sensor 5, an alternative value of the BOR target opening degree can be set based on such a condition that the torque of the drive wheel becomes the highest.
In the present invention, the types, arrangements, and numbers of constituent elements are not limited to those described in the above embodiment, and it is needless to mention that changes can be appropriately made without departing from the scope of the invention, such as replacing these constituent elements with other elements having equivalent operational effects.

Claims (4)

  1. Claims
    I. An e 1 ectronically controlled thro111 e device comprising: an actuator that drives a throttle valve;
    a throttle opening degree sensor that, detects an opening degree of the throttle valve;
    an accelerator opening degree sensor that detects an indicated opening degree of the throttle valve correspondingly due to an accelerator operating member as an accelerator indicated opening degree;
    a brake switch that detects a brake operation; and a control device that calculates a target opening degree of the throttle valve based on the accelerator indicated opening degree to perforin feedback control on the actuator so that the opening degree of the throttle valve detected by the throttle opening degree sensor matches the target opening degree, wherein the control device includes a control mode in which when a state where the accelerator indicated opening degree is substantially constant, continues for a predetermined time or longer and the brake operation continues for a predetermined time or longer, the actuator is drive-controlled so as to restrict the opening degree of the throttle valve, and. at a time of executing the control mode, the control device gradually decreases the opening degree of the throttle valve to a
    33
    predetermined opening degree according to attenuation characteristics based on a running state of a vehicle.
  2. 2. The electronically controlled throttle device according to claim 1, wherein the control device discriminates the running state of the vehicle based on a vehicle speed or a gear position, and at a time of a low speed or a low gear position, the control device controls the attenuation characteristics to be more gradual than those at a time of a high speed or a high gear position.
  3. 3. The electronically controlled throttle device according to claim I, wherein at a time of executing the control mode, when, the target opening degree of the throttle valve is smaller than the predetermined opening degree, the control device performs feedback control on the actuator so that the opening degree of the throttle valve matches the target opening degree,
  4. 4. The. electronically controlled throttle device according to claim 1, wherein at a time of executing the control mode, when the opening degree of the throttle valve has reached the predetermined opening degree and the brake operation continues, the control device gradually decreases the opening degree of the throttle valve to a second predetermined opening degree
    smaller than the predetermined opening degree, and when the brake operation is stopped, the control device gradually returns the opening degree of the throttle valve to the predetermined opening degree.
    5, The. electronically controlled throttle device according to any of claims 1 to 4, wherein the predetermined opening degree is calculated based on a gear position or an engine speed, and at a time of a high gear position or a low engine speed, the predetermined opening degree is smaller than that at a time of a low gear position or a high engine speed.
    35
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FR2859143B1 (en) * 2003-08-29 2006-02-24 Renault Sa METHOD FOR DETECTING THE FAILURE OF A REPRESENTATIVE SIGNAL FOR THE STIFFENING OF A MOTOR VEHICLE ACCELERATION PEDAL
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US20120322619A1 (en) * 2011-06-17 2012-12-20 Toyota Jidosha Kabushiki Kaisha Vehicle control apparatus

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CN106274882A (en) * 2015-05-13 2017-01-04 潘晓勇 A kind of intelligence throttle system control method

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