JP2000154735A - Vehicle driving output control method and device therefor - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle driving output control method and its device capable of quickly and positively detecting an abnormality in setting a target throttle opening by a simple configuration, and enough ensuring the safety of a vehicle when the abnormality is detected. SOLUTION: Between a first control unit 2 for inputting output signals from such as a first accelerator position sensor 51, an idle switch 53, and performing an operation of a target throttle opening, and a second control unit 3 for inputting output signals from such as a second accelerator position sensor 52, a second throttle position sensor 62, and operating a controlled variable of a throttle driving means 41 in response to the target throttle opening, data containing the target throttle opening calculated by one control unit 2 (3) are transmitted to the other control unit 3 (2) by means of first and second communication lines L1, L2, and thus the abnormality in setting the target throttle opening is monitored mutually.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive output control device for a vehicle, which controls a drive output of an engine by driving a throttle valve installed in an intake pipe of an automobile engine by an electric signal. The present invention relates to a mutual monitoring method between control units in degree setting.

[Prior art]

2. Description of the Related Art In a conventional automobile, a throttle valve is provided in an intake air passage of an engine in such a manner that the throttle valve is opened and closed in conjunction with an operation of an accelerator pedal by a driver, and the opening of the throttle valve is adjusted according to the operation amount of the accelerator pedal. And controlled the amount of air taken into the engine. In such a method of controlling the amount of intake air, the throttle valve opening is adjusted in proportion to the operation amount of the accelerator pedal by linking the throttle valve and the accelerator pedal by a mechanical connecting means such as a link or a wire. You. However, with such a mechanical connection means, the relationship between the accelerator depression amount and the throttle opening is uniquely determined and there is no degree of freedom, and the positional relationship between the accelerator pedal and the throttle valve is limited. Therefore, there is a problem that the degree of freedom of the mounting position on the vehicle is reduced. Therefore, in recent years, with the computerization of engine control such as a cruise control device and a cruise control device, the accelerator operation amount of the driver is electrically detected without mechanically interlocking with the accelerator operation of the driver, Attempts have been made to electrically control the opening of the throttle valve with a motor or the like based on the accelerator operation amount. In such an electronic control device, it is necessary to pay particular attention to safety. In particular, in the case of a complicated configuration, the failure rate naturally increases as the number of parts increases.

As an electronic control unit for an engine in consideration of safety, there is, for example, a "device for controlling a drive output of a vehicle" disclosed in Japanese Unexamined Patent Publication No. 5-202793. This means that at least two independent drive output changes are made.
At least two control units for controlling one variable (a first control unit and a second control unit), and at least two redundant units for detecting a driving variable of the driving unit or the vehicle or both the driving variable of the driving unit and the vehicle. At least one measuring device with a sensor;
The output signal of one sensor is input to a first control unit, the output signal of the other sensor is input to a second control unit, and both control units monitor the measuring device based on the output signal of the sensor. The monitoring results of both control units are compared by either control unit,
If the comparison results do not match, the output is limited after a predetermined time and the vehicle travels in an emergency, and if the comparison results match, the faulty sensor is identified and the control function is executed based on the sensor that has not failed.

[0004]

In a drive output control device for a vehicle in which a throttle valve is driven and controlled by an electric signal, an abnormality in the calculation of a target throttle opening is a serious problem. May cause abnormalities. However, in the above-described conventional control device, it is only necessary to compare whether or not the monitoring results of the measurement devices performed by the two control units (or the microcomputers) match each other, and no failure such as a change in the sensor ground level is detected. Such as defective sensor system,
Mutual monitoring method between two control units when unexpected and abnormal target throttle opening value is output due to change in sensor output characteristics over time, incorrect setting of matching parameter or map value used for target throttle opening calculation, etc. However, there is a problem that safety for making the vehicle run more safely cannot be ensured.

SUMMARY OF THE INVENTION The present invention has been made to solve the conventional problems, and it is possible to quickly and surely detect an abnormality in setting a target throttle opening with a simple logic configuration, and to detect the abnormality of a vehicle when the abnormality is detected. It is an object of the present invention to provide a vehicle drive output control method and device capable of ensuring sufficient safety.

[0006]

According to a first aspect of the present invention, there is provided a driving output control method for a vehicle, wherein at least two sensors detect a position of an accelerator pedal, and at least one of the sensors is controlled by a first sensor. In a drive output control method for a vehicle, in which a control unit monitors the other sensors and a second control unit monitors the other sensors to control an opening degree of a throttle valve for adjusting an intake air amount to an engine, a sensor output input is provided. The data including the target throttle opening in one of the control units obtained on the basis of the above is output to the other control unit, and the two control units perform mutual monitoring for a target throttle opening setting abnormality, and At the time of detection, the target throttle opening is limited to a predetermined opening limit value.

According to a second aspect of the present invention, there is provided a drive output control device for a vehicle, wherein a throttle valve for adjusting an intake air amount to an engine mounted on the vehicle, throttle drive means for driving the throttle valve, and a position of an accelerator pedal. First and second accelerator position sensors that respectively detect and output mutually redundant first and second accelerator opening signals, and an idle switch that detects the fully closed position of the accelerator pedal and outputs it as an idle switch signal. First and second throttle position sensors for respectively detecting the position of the throttle valve and outputting them as redundant first and second throttle opening signals; a first accelerator opening signal, an idle switch signal, and a first throttle switch signal; And calculate control parameters such as target throttle opening. A first control unit, a second control unit that receives a second accelerator opening signal and a second throttle opening signal, and calculates a control amount of the throttle driving means according to the target throttle opening; A first communication line for performing data communication from the first control unit to the second control unit, and a second communication line for performing data communication from the second control unit to the first control unit; A first communication line failure determination means for determining a failure of the first communication line; and a first control line failure determination result of the first communication line via the second communication line. A second throttle valve for monitoring a target throttle opening based on the second accelerator opening signal if the first communication line is not determined to be faulty; Throttle opening monitoring means is provided, and the first control unit is provided with second communication line failure determination means for determining failure of the second communication line, and failure determination of the first and second communication lines. If not, first target throttle opening monitoring means for monitoring the target throttle opening based on the idle switch signal is provided, and the two control units mutually monitor for a target throttle opening setting abnormality. It is something to do.

According to a third aspect of the present invention, when the accelerator position sensor is not determined to be faulty and the automatic cruise control is not being performed by the first control unit, monitoring of the target throttle opening is permitted. A flag is set and transmitted to the second control unit via the first communication line, and the target throttle opening is monitored by the first target throttle opening monitoring means. When the degree monitoring permission flag is set, the target throttle opening is monitored by the second target throttle opening monitoring means.

According to a fourth aspect of the present invention, in the vehicle drive output control apparatus, the second control unit detects an accelerator pedal fully closed state based on at least a second accelerator opening signal, and detects the accelerator pedal fully closed state. The upper limit value of the target throttle opening is monitored by the second target throttle opening monitoring means.

According to a fifth aspect of the present invention, there is provided a vehicle drive output control device wherein the second control unit determines that the target throttle opening value transmitted from the first control unit exceeds a predetermined upper limit value. The target throttle opening value is limited to the upper limit value.

According to a sixth aspect of the present invention, when the output signal of the second accelerator position sensor continues to be lower than a predetermined voltage for a predetermined time in the second control unit, the accelerator pedal is fully driven. It is determined that the target throttle opening value transmitted from the first control unit does not exceed a predetermined upper limit value while determining that the vehicle is in the closed state.

According to a seventh aspect of the present invention, there is provided a drive output control device for a vehicle, wherein the upper limit value of the target throttle opening in the fully closed state of the accelerator pedal is set based on the engine coolant temperature. is there.

According to a eighth aspect of the present invention, there is provided a drive output control device for a vehicle, wherein the upper limit value of the target throttle opening in the fully closed state of the accelerator pedal is set according to the air-fuel ratio state of the engine. It was done.

According to a ninth aspect of the present invention, in the vehicle drive output control device, the first control unit detects the accelerator pedal fully closed state based on at least an idle switch signal and transmits the accelerator pedal full state to the second control unit. The upper limit of the target throttle opening in the closed state is monitored.

According to a tenth aspect of the present invention, when the first control unit determines that the target throttle opening value transmitted to the second control unit exceeds a predetermined upper limit value, The target throttle opening value is limited to the upper limit.

According to the present invention, there is provided a vehicle drive output control device, wherein the first control unit is configured to output an idle switch signal of O.
If the state of N is continued for a predetermined time, it is determined that the accelerator pedal is fully closed, and it is monitored whether the target throttle opening value in the accelerator pedal fully closed state does not exceed a predetermined upper limit value. It is like that.

According to a twelfth aspect of the present invention, there is provided a vehicle drive output control device wherein the upper limit value of the target throttle opening in the fully closed state of the accelerator pedal is set by an engine coolant temperature.

According to a thirteenth aspect of the present invention, the drive output control device for a vehicle sets the upper limit value of the target throttle opening degree in the accelerator pedal fully closed state according to the tenth aspect according to the air-fuel ratio state of the engine. It was done.

According to a fourteenth aspect of the present invention, in the vehicle drive output control device, an inhibitor switch signal indicating a shift lever position is inputted to the first control unit, and the vehicle drive output control device is further provided with the first control unit.
Is set in accordance with the ON / OFF state of the above-mentioned inhibitor switch signal.

According to a fifteenth aspect of the present invention, a vehicle drive output control device inputs an air conditioner switch signal to a first control unit and sets an upper limit value of a target throttle opening degree in the accelerator pedal fully closed state according to the tenth aspect. , According to the ON / OFF state of the air conditioner switch signal.

A vehicle drive output control device according to a sixteenth aspect, wherein the first control unit or the control unit comprises:
When the target throttle opening value is released from the limit value, the target throttle opening value is changed according to a predetermined change speed.

According to a seventeenth aspect of the present invention, there is provided the vehicle drive output control device, wherein the idle control signal is O.
If the state of N is continued for a predetermined time, it is determined that the accelerator pedal is fully closed, and the second control is performed based on the difference between the target throttle opening and the actual throttle opening when the accelerator pedal is fully closed. The target throttle opening limit state of the unit is monitored.

The drive output control device for a vehicle according to the present invention is provided with a limp-home running means, and the first control unit includes an opening deviation between a target throttle opening and an actual throttle opening when the accelerator pedal is fully closed. If the value exceeds a predetermined value for a predetermined time, the second control unit determines that the target throttle opening degree is in the restricted state, and performs the limp-home traveling by the limp-home traveling means.

According to a nineteenth aspect of the present invention, there is provided a drive output control device for a vehicle, wherein the first drive unit has a fully closed accelerator pedal and the engine speed exceeds a predetermined rotation speed. When the state continues for a predetermined time, the vehicle is evacuated by the evacuation traveling means.

The drive output control device for a vehicle according to the present invention is provided with a failure warning means, and when it is determined that the second control unit is in the target throttle opening restriction state, the failure warning means provides the driver with the failure warning means. Is made to recognize the failure of the device.

[0026]

Embodiments of the present invention will be described below with reference to the drawings. Embodiment 1 FIG. FIG. 1 is a schematic configuration diagram of a drive output control device for a vehicle according to Embodiment 1 of the present invention. In the figure, reference numeral 1 denotes an engine mounted on a vehicle, and a fuel injection valve 1
0, a spark plug 11, an intake valve 12, an exhaust valve 13, an intake pipe 14, an exhaust pipe 15, a piston 16, and the like. 42 is an engine 1 which is an intake air passage to the engine.
Is a throttle valve provided on a throttle body 4 connected to an intake pipe 14 of the engine.
2 are respectively detected and the first and second redundant portions are detected.
Throttle position sensor 61 and second throttle position sensor 6 that output the throttle opening signal
Reference numeral 41 denotes a throttle opening detecting means provided with 2 and a throttle driving means for driving the throttle valve 42 by an electric signal. Reference numeral 5 denotes an idle switch 53 for detecting the fully closed position of the accelerator pedal 50 and outputting an idle switch signal, and detecting the position of the accelerator pedal to output mutually redundant first and second accelerator opening signals. This is an accelerator opening detecting means including a first accelerator position sensor 51 and a second accelerator position sensor 52. Reference numeral 2 inputs the first accelerator opening signal and the first throttle opening signal, calculates control parameters for the engine 1 such as a target throttle opening, etc., and controls the fuel injection valve 10 and ignition of the engine 1. The first control unit 3 that controls the plug 11 and the like, based on the target throttle opening included in the control parameters,
The second control unit calculates the amount of operation of the throttle driving means 41 and controls the opening of the throttle valve 42. The output signals of the first throttle position sensor 61, the first accelerator position sensor 51, and the idle switch 53 are output by the second control unit. The output signals of the second throttle position sensor 62 and the second accelerator position sensor 52 are input to the first control unit 2 and input to the second control unit 3. L1 is a first communication line for performing data communication from the first control unit 2 to the second control unit 3, and L2 is a first communication line for performing data communication from the second control unit 3 to the first control unit 2. 2 communication lines.

FIG. 2 is a block diagram for explaining a mutual monitoring method for the target throttle opening set value in the first control unit 2 and the second control unit 3. The first control unit 2 receives a first accelerator opening signal, an engine speed signal NE, and the like from a first accelerator position sensor (APS (m)) 51 as an input and sets a target throttle opening set value of the first control unit 2. TO (hereinafter,
A target throttle opening calculation means 21 for calculating a target throttle opening calculation value TO), an idle switch signal of an idle switch 53 which is turned on when the accelerator pedal is fully closed and turned off when depressed, and the first target throttle. The first target throttle opening monitoring means 22 which receives the target throttle opening calculation value TO from the opening calculation means 21 and monitors the target throttle opening set value when the accelerator pedal is fully closed; The target throttle opening signal from the target throttle opening monitoring means 22, the first throttle opening signal which is the actual throttle opening signal from the first throttle position sensor (TPS (s)) 61, and the output from the idle switch 53. Input the idle switch signal and set the target throttle opening and the actual switch when the accelerator pedal is fully closed. The by opening deviation between liter opening 2
A target throttle opening restriction state determining means 23 for determining a target throttle opening restriction state of the control unit 3 and cutting off motor power from the battery 8 by the motor relay 9;
The target throttle opening signal monitored by the first target throttle opening monitoring means 22, the target throttle opening monitoring permission flag F3 in the second control unit 3, and the air-fuel ratio state of the engine (lean air-fuel ratio or stoichiometric air-fuel ratio) ) Is transmitted to the first communication line L.
1 to the second control unit 3 through the first transmission unit 24, and communication data from the second control unit 3 to the second
First receiving means 25 for receiving via communication line L2
And a second communication line failure determination unit 26 (communication line failure determination unit 26 in the figure) that sets the second communication line failure flag F2 when the failure of the second communication line L2 is determined.

The second control unit 3 comprises a second receiving means 31 for receiving the communication data transmitted from the first control unit 2 via the first communication line L1, and a second accelerator position sensor (APS ( s)) the second from 52
An accelerator opening signal and the communication data including the target throttle opening signal are input, and the target throttle opening set value M in the second control unit 3 in the accelerator pedal fully closed state is input.
(Hereinafter, referred to as a target throttle opening set value M);
Target throttle opening signal from the target throttle opening monitoring means 32 and the second throttle position sensor (TPS).
(M)) Throttle control means 33 for inputting the second throttle opening signal which is the actual throttle opening signal from 62, and calculating the throttle servo control, and the first throttle control means 33 for determining the failure of the first communication line L1. The first communication line failure determination means 34 (the communication line failure determination means 34 in the figure) for setting the communication line failure flag F1, the determination result (flag F1) of the first communication line failure determination means 34 and the throttle servo control system And second transmission means 35 for transmitting communication data, such as a failure diagnosis result, to the first control unit 2 via the second communication line L2.

Next, the operation will be described. FIG. 3 is a flowchart showing an outline of the target throttle opening monitoring process. First, in step S0, the key switch is ON and the limp-home mode flag CF1 is set (CF1 =
1) It is determined whether or not the operation has been performed. If the flag CF1 has been set, the process proceeds to step S7.
The limp-home mode is continued until the key switch is turned off. In step S0, if the flag CF1 has not been set, the process proceeds to step S1, and the first communication line L1 and the second communication line L1 and the second communication line L2 follow the failure determination processing flow of each communication line L1, L2 shown in FIGS. A failure determination of the communication line L2 is performed, and failure flags F1 and F2 are determined.
Is set or reset, and the target throttle opening set value M or the target throttle opening calculation value TO is calculated based on the failure determination result.

FIG. 4 shows the flow of the failure determination processing of the first communication line L1 by the first communication line failure determination means 34 of the second control unit 3. First, the data of the first communication line L1 is checked (step S10). In this data check, for example, the total value of the received data composed of a plurality of bytes is calculated, compared with the total value of the transmitted data sent from the transmitting side, and it is checked whether or not the total value of the transmitted / received data matches. If the sums match, the first communication line L1 is regarded as normal, and if not, it is determined that the first communication line L1 is abnormal. Next, it is searched whether or not the first communication line L1 is abnormal (step S11).
The first failure flag F1 is set (F1 = 1) (step S12), and the output value (A2) of the second accelerator position sensor 52 input to the second control unit 3 is multiplied by a predetermined coefficient k (for example, 0.5). The target throttle opening set value M is calculated (step S13). Step S1 above
In step 1, if the first communication line L1 is normal, the failure flag F1 is reset (F1 = 0) (step S14), and the failure flag F1 is transmitted from the first control unit 2 side according to the target throttle opening calculation value TO. The target throttle opening set value M is calculated (step S15). FIG. 5 shows the flow of the failure determination processing of the second communication line L2 by the communication line failure determination means 26 of the first control unit 2. This failure determination processing flow is a processing flow similar to that of FIG. 4 described above. In step S20, data of the second communication line L2 is checked, and in step S21, it is searched whether the second communication line L2 is abnormal.
When it is determined that the second communication line L2 is abnormal, the failure flag F2 is set (F2 = 1) (Step S22),
The target throttle opening calculation value TO is calculated by multiplying the output value (A1) of the first accelerator position sensor 51 input to the first control unit 2 by a predetermined coefficient k (for example, 0.5) (step S23). . Also, the second communication line L2
Is normal, the failure flag F2 is reset (F2
2 = 0) (step S24), and the target throttle opening value set value TO is calculated based on the output value (A1) of the first accelerator position sensor 51 (step S25).

In FIG. 3, when the failure check of the first and second communication lines L1 and L2 in step S1 is completed, in step S2, it is determined whether any one of the first and second communication lines has failed. Flag check (F1
= 1 or F2 = 1), and if at least one of the first and second communication lines is determined to have a failure, the process proceeds to step S8, shifts to the engine output suppression mode, and the process ends. This engine output suppression mode is performed, for example, in step S13 in FIG. 4 or in step S2 in FIG.
3, the target throttle opening set value M or the target throttle opening calculated value based on the accelerator opening signal value obtained by multiplying the output value (A2 or A1) of the second or first accelerator position sensor by a predetermined coefficient. This is a mode in which TO is calculated and engine output is suppressed. If it is determined in step S2 that the first and second communication lines L1 and L2 have not been determined to be faulty, the process proceeds to step S3, where the first control unit 2 and the second control unit 3 set the target according to the processing flow described below. Monitor the throttle opening set value. That is, the setting process of the operation mode flag F4 and the target throttle opening monitoring permission flag F3 (FIG. 6), the setting process of the target throttle opening upper limit monitoring flag CF2 (FIG. 7), and the first process in the fully closed state of the accelerator pedal. The control unit 2 performs the upper limit value monitoring process of the target throttle opening set value (FIGS. 8, 10, and 11), sets the target throttle opening upper limit monitoring flag CF3 (FIG. 12), and executes the accelerator pedal operation. The upper limit value monitoring process of the target throttle opening set value by the second control unit 3 in the fully closed state (FIG. 13) is performed, and the first control in the fully closed state of the accelerator petal is performed.
The target throttle opening set value TO of the control unit 2 (target throttle opening calculated value TO) and the target throttle opening set value M of the second control unit 3 are monitored.

FIG. 6 shows an operation mode flag F4 corresponding to the air-fuel ratio state (lean air-fuel ratio or stoichiometric air-fuel ratio) of the engine transmitted from the first control unit 2 to the second control unit 3.
And the setting of the target throttle opening monitoring permission flag F3. First,
It is determined whether the operation mode is the lean air-fuel ratio operation mode (L mode) or the stoichiometric air-fuel ratio mode (step S30). If the operation mode is the lean air-fuel ratio operation mode, the flag F4 is reset (F4 = 0) ( Step S31) In the case of the stoichiometric air-fuel ratio operation mode, the flag F4 is set (F4 =
1) Perform (Step S32). Next, it is determined whether the second accelerator position sensor (APS (s)) 52 is normal (step S32). If it is determined that the second accelerator position sensor (APS (s)) is normal, it is further determined whether the automatic cruise control is being performed (step S34). If the automatic cruise control is not being performed, the target throttle opening monitoring permission flag F3 is set (F3 =
1) (Step S35) If the auto cruise control is being performed, the flag F3 is reset (F3 = 0). Step S above
33, the second accelerator position sensor (APS)
(S)) If it is determined that 52 is not normal, the process proceeds to step S36, the flag F3 is reset (F3 = 0), and the process ends.

FIG. 7 is a diagram showing a setting process flow of the upper limit value monitoring flag CF2 of the target throttle opening in the first control unit 2. This is because the first target throttle monitoring means 22 of the first control unit 2 determines whether or not to monitor the target throttle opening calculation value TO output by the first target throttle opening calculation means 21. In step S40, it is determined whether the key switch is ON. In step S41, it is determined whether the first throttle position sensor (TPS (s)) 61 and the first accelerator position sensor (APS (m)) 51 are normal. Step S
At 42, it is determined whether or not the failure flag F2 is 0, at step S43, it is determined whether or not the auto cruise control is being performed, and further, at step S44, it is determined whether or not the idle switch 53 is ON for a predetermined time t6. . When the key switch is in the ON state, the first throttle position sensor 61 and the first accelerator position sensor 51 have not been determined to be faulty, the second communication line L2 is normal (fault flag F2 = 0), and auto cruise control is being performed. Not
When the accelerator pedal is fully closed (idle switch 53 is
If all the states in which the state of N has continued for the predetermined time t6) have been established, it is determined whether this state has passed the predetermined time t7 (step S45), and the predetermined time t is determined.
If 7 has elapsed, the target throttle opening upper limit monitoring flag CF2 is set (CF2 = 1) (step S4).
6). If any one of the determination conditions in steps S40 to S45 is not satisfied, the flag CF
2 is reset (CF2 = 0) (step S47), and the process ends.

FIG. 8 shows the calculated target throttle opening degree TO in the first control unit 2 when the accelerator pedal is fully closed.
3 shows the upper limit value monitoring process flow of FIG. First, the target throttle opening calculation value TO output by the first target throttle opening calculation means 21 is read (step S5).
0) After that, the target throttle opening upper limit monitoring flag CF2
Is set (CF2 = 1) (step S51), and the flag CF2 is set (CF2).
= 1), the water temperature data WT is read from an unillustrated engine water temperature sensor (step S5).
2). Next, the operation mode flag F4 is reset (F4 =
0) is determined, and if the flag F4 is reset (F4 = 0), the engine is in the lean air-fuel ratio (lean operation) mode, and the engine shown in FIG. The target throttle opening limit value ML1 is calculated from the opening limit map for the water temperature and stored in the target throttle opening upper limit M2 (step S54).
Proceed to step S56. On the other hand, when the operation mode flag F4 is set (F4 = 1), the stoichiometric air-fuel ratio (rich operation) mode is set, and therefore the target throttle opening restriction value MS1 is obtained from the opening restriction map (FIG. 9). Is calculated and stored in the target throttle opening upper limit M2 (step S55), and the process proceeds to step S56. The method of calculating the target throttle opening limit values ML1 and MS1 will be described in detail separately. In step S56, it is determined whether or not the target throttle opening calculation value TO calculated by the target throttle opening calculation means 21 exceeds the target throttle opening limit value M2 when the accelerator pedal is fully closed. If the degree calculation value TO exceeds the target throttle opening limit value M2 when the accelerator pedal is fully closed, the target throttle opening calculation value TO is limited to the opening upper limit M2 (TO = M2). Second control unit 3
Send to As shown in FIG. 9, the target opening limit values ML1 and MS1 are set in accordance with the load state of the engine. For example, the shift lever position of an AT (automatic) vehicle is determined by an inhibitor switch (not shown). The target throttle opening limit value is set finely depending on whether the air conditioner switch (not shown) is in the ON / OFF state or the N range or the D range. Also,
In step S56, the target throttle opening calculated value TO
Is less than or equal to the target throttle opening upper limit M2 when the accelerator pedal is fully closed, the target throttle opening TO
Is transmitted to the second control unit 3 as it is.

FIG. 10 is a flowchart showing a process for calculating the target throttle opening limit value ML1 when the engine is operated in the lean air-fuel ratio mode (flag F4 = 0). First, it is determined whether or not the shift lever position of the AT vehicle is in the D range (step S60). If it is in the D range, then, it is determined whether or not the air conditioner switch is ON (step S61). When the shift lever position is in the D range and the air conditioner switch is ON,
The opening limit value MDAON is stored in the target throttle opening limit value ML1 from the opening limit value map of FIG. 9 (step S6).
2) If the shift lever position is in the D range and the air conditioner switch is OFF, the opening limit value MDAOF is stored in the target throttle opening limit value ML1 (step S6).
3). In step S60, it is determined whether the air conditioner switch is ON even when the shift lever position is in the N range (step S64). If the shift lever position is N range and the air conditioner switch is in the ON state, The opening limit value MNAON is stored as the target throttle opening limit value ML1 from the opening limit value map (step S6).
5) If the shift lever position is in the N range and the air conditioner switch is in the OFF state, the opening limit value MNAOF is stored in the target throttle opening limit value ML1 (step S6).
6).

FIG. 11 is a flowchart showing a process for calculating the target throttle opening limit value MS1 when the engine is operated in the stoichiometric air-fuel ratio mode (flag F4 = 1). 11 is the same as the processing flow of FIG. 10 described above.
When the shift lever position of the car is in the D range, the opening limit value MDAON is stored in the target throttle opening limit value MS1 if the air conditioner switch is ON, and the opening limit value MDAOF is the target if the air conditioner switch is OFF. This is stored in the throttle opening limit value MS1. Also, when the shift lever position is in the N range, the opening limit value MNAON is stored in the target throttle opening limit value MS1 when the air conditioner switch is ON, and the opening limit value MNAOF is stored in the target throttle opening limit value when the air conditioner switch is OFF. Degree limit value MS
1 is stored.

FIG. 12 is a flowchart showing the setting process flow of the upper limit value monitoring flag CF3 of the target throttle opening in the second control unit 3. The target throttle value is set by the second target throttle monitoring means 32 of the second control unit 3. Opening calculation value TO
Is to determine whether or not to perform monitoring. In this processing flow, the key switch is turned on in step S80.
In step S81, whether the second throttle position sensor (TPS (m)) 62 is normal, in step S82, whether the failure flag F1 is 0, and in step S83, target throttle opening degree monitoring permission is permitted. flag to determine whether 1, further determines whether the output voltage V _APSS the second accelerator position sensor 52 in step S84 is the predetermined time t2 continues to predetermined voltages V ₁ or less. When the key switch is ON _, the second throttle position sensor 62 is not determined to have failed, the first communication line L1 is normal (failure flag F1 = 0), and the target throttle opening monitoring permission flag is set (F3 = 1). have been further when the accelerator pedal is in the fully closed position (the second accelerator position sensor output voltage V _APSS is less predetermined voltages V ₁ or less than the predetermined time t2 continues) are satisfied all the conditions in, the It is determined whether the state has passed a predetermined time t3 (step S85), and the predetermined time t3 is determined.
Has elapsed, the target throttle opening upper limit monitoring flag CF3 is set (CF3 = 1) (step S8).
6). If any one of the determination conditions in steps S80 to S85 is not satisfied, the flag CF
3 is reset (CF3 = 0) (step S87), and the process ends.

FIG. 13 shows a calculated target throttle opening degree T in the second control unit 3 when the accelerator pedal is fully closed.
It shows an upper limit value monitoring process flow of O. First,
Target throttle opening calculation value T from first control unit 2
O is read (step S90), and the target throttle opening upper limit monitoring flag CF3 is set (CF3 =
1) It is determined whether or not it has been performed (step S9)
1). If the flag CF3 is set (CF3 = 1), it is determined whether or not the operation mode flag F4 has been reset (F4 = 0) after reading the water temperature data WT from an engine water temperature sensor (not shown) (step S92). And the flag F4 is reset (F4 = 0)
In this case, since the lean air-fuel ratio (lean operation) mode is set, the target throttle opening restriction value ML is calculated from the opening restriction map for the engine water temperature in the fully closed state of the accelerator pedal shown in FIG. It is stored in the throttle opening upper limit M1 (step S94), and the process proceeds to step S96. On the other hand, the operation mode flag F4 is set (F4 = 1).
If so, the stoichiometric air-fuel ratio (rich operation) mode is set, so the target throttle opening limit value MS is calculated from the opening limit map (FIG. 14) and stored in the target throttle opening upper limit M1. (Step S95), Step S
Go to 96. In step S96, the first control unit 2
Is calculated as the target throttle opening limit value M when the accelerator pedal is fully closed.
It is determined whether or not the target throttle opening calculation value TO exceeds the target throttle opening limit value M1 when the accelerator pedal is fully closed. Degree limit M1 (TO =
M1) (step S97), and throttle opening control is performed. If the calculated target throttle opening value TO is equal to or less than the target throttle opening upper limit value M1 when the accelerator pedal is fully closed in step S96, the throttle opening control is performed based on the target throttle opening value TO. When the target throttle opening value TO is released from the target throttle opening limit values M1 and M2, the target throttle opening value is changed in accordance with a predetermined change speed, so that a rapid opening change is performed. The change of the engine output due to the above can be avoided.

When the process of monitoring the target throttle opening set value in step S3 of FIG. 3 is completed, in step S4, the first control unit 2 monitors the target throttle opening limit state of the second control unit 3. FIG.
5 shows a processing flow for monitoring the target throttle opening restriction state of the second control unit 3 by the target throttle opening restriction state determining means 23 of the control unit 2. In this processing flow, it is determined in step S100 whether or not the key switch is ON, and in step S101, whether or not the first throttle position sensor (TPS (s)) 61 and the first accelerator position sensor (APS (m)) 51 are normal. It is determined in step S102 whether the failure flag F2 is 0, whether auto cruise control is being performed in step S103, and whether the idle switch 53 has been ON for a predetermined time t4 in step S104. determine a target throttle opening signal V _tag and the actual throttle opening degree signal V _TPSS in step S105
Absolute value difference between _(| V _tag -V tpss |) to determine if the predetermined voltage V ₂ or more. When the key switch is in the ON state, the first throttle position sensor 61 and the first accelerator position sensor are not determined to have failed, and the second communication line L
2 is normal (failure flag F2 = 0), the automatic cruise control is not being performed, the accelerator pedal is in the fully closed position (the state where the idle switch 53 is ON continues for a predetermined time t4), and the absolute value difference (| V _tag −V _tpss |) is the predetermined voltage V ₂
If all of the above states are satisfied, it is determined whether or not this state has passed a predetermined time t5 (step S106).
The control unit 3 determines that the target throttle opening degree is in the restricted state, and sets the limp-home mode flag CF1 (CF1 = 1) to shift to the limp-home mode (step S107). Also, the above steps S100 to S106
If any one of the determination conditions is not satisfied, the flag CF1 is reset (CF1 = 0) (step S107), and the process ends.

In step S5 in FIG. 3, the limp-home mode flag CF1 is set (CF) by the target throttle opening restriction state monitoring process of the second control unit 3 by the target throttle opening restriction state determining means 23 of the first control unit 2.
1 = 1) is determined, and the flag CF
When 1 is set, the motor relay 9 is turned off.
F, the motor power from the battery 8 is cut off, and the mode shifts to the limp-home mode (step S7). In the limp-home mode, for example, when the throttle valve 42 has a neutral opening position stop mechanism (not shown), when the motor power is cut off, the return spring is fixed at the neutral position urged in the release direction from the fully closed position by the return spring. In addition, while performing evacuation traveling at the neutral opening position, the driver is made aware of the failure of the device by failure warning means (not shown), and unnecessary confusion of the driver due to reduced drivability due to suppression of engine output at the time of failure is avoided. I did it. Step S5
Then, the limp-home mode flag CF1 is reset (CF1 =
0), the normal throttle opening control is performed (step S6).

Embodiment 2 FIG. 16 shows the second control unit 3 of the target throttle opening restriction state determining means 23 performed in step S4 of FIG.
9 is a flowchart illustrating another example of the process of monitoring the target throttle opening control state of FIG. First, an engine rotation speed NE is calculated based on an engine rotation pulse from an engine crank angle sensor (not shown) (step S110), and then an output signal (idle switch signal) of the idle switch 53 is read (step S11).
1). Next, it is determined whether or not the idle switch 53 is ON (step S112). If the idle switch 53 is ON, the engine speed NE is further increased.
It is determined whether or not has continued for a predetermined time t1 at or above the predetermined rotation speed N1 (step S113). The accelerator pedal is fully closed (idle switch 53 is ON)
When the engine speed NE is equal to or higher than the predetermined rotation speed N1 for the predetermined time t1, the evacuation mode flag CF1 is set to shift to the evacuation mode (C
F1 = 1) (step S114), and if the engine speed NE is not equal to or higher than the predetermined rotation speed N1 for the predetermined time t1, the flag CF1 is reset (C
F1 = 0) (step S115), and the process ends.
Also, in step S112, the idle switch 53
Is OFF, the process proceeds to step S115, the flag CF1 is reset (CF1 = 0), and the process ends.

In the first and second embodiments, the set value of the target throttle opening is monitored. However, the engine speed, the intake air flow rate, and other information relating to the engine generated torque are monitored. Has the same effect.
Further, the drive output control device of the vehicle is constituted by the first control unit 2 and the second control unit 3, but may be constituted by the first CPU and the second CPU.

[0043]

As described above, according to the first aspect of the present invention, data including the target throttle opening in one control unit is output to the other control unit, and the data is output between the two control units. , Mutual monitoring for abnormalities in the setting of the target throttle opening is performed, so that abnormalities in the setting of the target throttle opening can be detected quickly and reliably. Since the restriction is made to the limit value, the safety of the vehicle can be sufficiently ensured.

According to the second aspect of the present invention, the first accelerator unit receives the first accelerator opening signal and the idle switch signal and calculates a control parameter such as a target throttle opening from the second accelerator unit. A first communication line for inputting an opening signal and a second throttle opening signal and performing data communication to a second control unit for calculating a control amount of the throttle driving means according to the target throttle opening; (2) a second communication line for performing data communication from the control unit to the first control unit; and a failure determination unit for each of the communication lines. The control unit monitors the target throttle opening on the basis of the second accelerator opening signal, and determines whether a failure has been determined in both the first and second communication lines. In the first control unit, the target throttle opening is monitored based on the idle switch signal. Therefore, the abnormality can be quickly and quickly detected in the target throttle opening setting with a simple configuration without increasing the cost. It can be performed reliably.

According to the third aspect of the present invention, when the accelerator position sensor is not determined to be faulty and the auto cruise control is not being performed, the first control unit sets
A target throttle opening monitoring permission flag is set and transmitted to the second control unit via the first communication line, and the target throttle opening is monitored. The second control unit sets the target throttle opening monitoring permission. When the flag is set, the target throttle opening is monitored, so that the first and second control units can surely monitor the target throttle opening set value.

According to the present invention, the second control unit detects the accelerator pedal fully closed state based on at least the second accelerator opening signal, and sets the target throttle in the accelerator pedal fully closed state. Since the upper limit of the opening is monitored by the second target throttle opening monitoring means, abnormality detection in setting the target throttle opening can be performed quickly and reliably.

According to the fifth aspect of the present invention, when the second control unit determines that the target throttle opening value transmitted from the first control unit exceeds a predetermined upper limit, the second control unit sets the target throttle opening value. Since the throttle opening value is limited to the upper limit, vehicle safety can be ensured.

According to the invention described in claim 6, when the output signal of the second accelerator position sensor continues to be at or below the predetermined voltage for a predetermined time in the second control unit,
Since it is determined that the accelerator pedal is fully closed and whether the target throttle opening value transmitted from the first control unit exceeds a predetermined upper limit value, an abnormality is detected with respect to the target throttle opening set value. Can be performed quickly and reliably.

According to the seventh aspect of the present invention, the upper limit value of the target throttle opening in the state of the fifth aspect of the invention when the accelerator pedal is fully closed is set based on the engine water temperature. It is possible to monitor the abnormality of the target throttle opening set value according to the engine operating state from immediately after the start of the engine to the idle hot state.

According to the eighth aspect of the present invention, the upper limit of the target throttle opening when the accelerator pedal is fully closed according to the fifth aspect is set according to the air-fuel ratio state of the engine. Abnormality monitoring of the target throttle opening set value according to the air-fuel ratio state (lean air-fuel ratio to stoichiometric air-fuel ratio) of the engine can be performed.

According to the ninth aspect, the first control unit detects the accelerator pedal fully closed state based on at least the idle switch signal, and transmits the accelerator pedal fully closed state to be transmitted to the second control unit. Since the upper limit of the target throttle opening is monitored, abnormality detection in setting the target throttle opening can be quickly and reliably performed.

According to the tenth aspect of the present invention, when the first control unit determines that the target throttle opening value transmitted to the second control unit exceeds a predetermined upper limit, the target throttle opening is determined. Since the opening value is limited to the upper limit, vehicle safety can be ensured.

According to the eleventh aspect of the present invention, when the state in which the idle switch signal is ON continues for a predetermined time in the first control unit, it is determined that the accelerator pedal is fully closed, and Since the target throttle opening value in the fully closed state is monitored to see if it exceeds a predetermined upper limit, abnormality detection for the target throttle opening set value can be performed quickly and reliably, and vehicle safety is improved. Can be secured.

According to the twelfth aspect of the present invention, the upper limit of the target throttle opening when the accelerator pedal is fully closed according to the tenth aspect is set based on the engine water temperature. It is possible to monitor the abnormality of the target throttle opening set value according to the engine operating state from immediately after the start to the idle hot state.

According to the thirteenth aspect of the present invention, the upper limit of the target throttle opening when the accelerator pedal is fully closed according to the tenth aspect is set according to the air-fuel ratio state of the engine. Abnormality monitoring of the target throttle opening set value according to the air-fuel ratio state (lean air-fuel ratio to stoichiometric air-fuel ratio) of the engine can be performed.

According to the fourteenth aspect of the present invention, an inhibitor switch signal indicating a shift lever position is input to the first control unit, and the upper limit of the target throttle opening in the fully closed state of the accelerator pedal according to the tenth aspect. Is set according to the ON / OFF state of the inhibitor switch signal, so that abnormality monitoring of the target throttle opening set value according to the engine load state can be performed.

According to the fifteenth aspect of the present invention, the air conditioner switch signal is input to the first control unit, and the upper limit value of the target throttle opening in the fully closed state of the accelerator pedal is set to the air conditioner. Since it is set according to the ON / OFF state of the switch signal,
Abnormality monitoring of the target throttle opening set value according to the engine load state can be performed.

According to the present invention, in the first control unit or the control unit, when the target throttle opening value is released from the limit value, the target throttle opening value is changed according to a predetermined change speed. Since it is changed, it is possible to avoid a change in engine output due to a sudden change in the opening degree, thereby ensuring safety.

According to the seventeenth aspect, when the state in which the idle switch signal is ON continues for a predetermined time in the first control unit, it is determined that the accelerator pedal is fully closed, and Since the target throttle opening limit state by the second control unit is monitored based on the deviation value between the target throttle opening in the fully closed state and the actual throttle opening, mutual monitoring in setting the target throttle opening is ensured. Can be done.

According to the eighteenth aspect of the present invention, while the limp-home running means is provided, the first control unit includes:
If the deviation between the target throttle opening and the actual throttle opening in the fully closed state of the accelerator pedal exceeds a predetermined value for a predetermined time, the second control unit is in the target throttle opening restriction state. Is determined and the limp-home traveling means is used for limp-home traveling, so that the opening regulation when the target throttle opening is abnormally set can be performed in two stages, and safety can be further improved.

According to the nineteenth aspect of the present invention, the limp-home running means is provided, and the first control unit includes:
When the accelerator pedal is fully closed and the state in which the engine speed exceeds the predetermined rotation speed has continued for a predetermined time, the vehicle is evacuated by the evacuation traveling means, so that
The regulation of the opening when the target throttle opening is abnormal can be reliably performed, and the safety can be further improved.

According to the twentieth aspect of the present invention, the failure warning means is provided, and when it is determined that the second control unit is in the target throttle opening restriction state, the failure warning means gives the driver a warning of the device. Since the failure is recognized, it is possible to avoid unnecessary confusion of the driver due to drivability reduction due to engine output suppression at the time of failure.

[Brief description of the drawings]

FIG. 1 is a diagram showing a schematic configuration of a vehicle drive output control device according to a first embodiment of the present invention.

FIG. 2 is a block diagram showing a method for monitoring a target throttle opening according to the first embodiment of the present invention.

FIG. 3 is a flowchart showing an outline of a target throttle opening monitoring process according to the first embodiment;

FIG. 4 is a flowchart of a target throttle opening monitoring process according to the first embodiment;

FIG. 5 is a flowchart of a target throttle opening monitoring process according to the first embodiment;

FIG. 6 is a flowchart of a target throttle opening monitoring process according to the first embodiment;

FIG. 7 is a flowchart of a target throttle opening monitoring process according to the first embodiment;

FIG. 8 is a flowchart of a target throttle opening monitoring process according to the first embodiment;

FIG. 9 is a target throttle opening degree limit value map in the first control unit according to the first embodiment.

FIG. 10 is a flowchart of a target throttle opening monitoring process according to the first embodiment;

FIG. 11 is a flowchart of a target throttle opening monitoring process according to the first embodiment;

FIG. 12 is a flowchart of a target throttle opening monitoring process according to the first embodiment;

FIG. 13 is a flowchart of a target throttle opening monitoring process according to the first embodiment.

FIG. 14 is a target throttle opening limit value map in a second control unit according to the first embodiment.

FIG. 15 is a flowchart of a target throttle opening monitoring process according to the first embodiment;

FIG. 16 is a flowchart of a target throttle opening monitoring process according to the second embodiment.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 Engine, 2nd control unit, 3rd control unit, 4 throttle body, 5 accelerator opening detecting means, 6 throttle opening detecting means, 8 battery, 9
Motor relay, 10 fuel injection valve, 11 spark plug, 12 intake valve, 13 exhaust valve, 14 intake pipe, 15
Exhaust pipe, 16 pistons, 21 target throttle opening calculating means, 22 first target throttle opening monitoring means,
23 target throttle opening limit state determining means, 24 first transmitting means, 25 first receiving means, 26 second communication line failure determining means, L1 first communication line, L2 second communication line 31 second receiving means 32 second target throttle opening monitoring means, 33 throttle control means, 34 first communication line failure determination means, 35 second transmission means, 41
Throttle drive means, 42 Throttle valve, 50
Accelerator pedal, 51 first accelerator position sensor, 52 second accelerator position sensor, 53 idle switch, 61 first throttle position sensor, 62 second throttle position sensor.

Continued on the front page F term (reference) 3G065 CA31 DA04 DA14 FA05 FA12 GA09 GA10 GA31 GA37 GA41 GA46 HA22 JA09 KA02 KA29 3G084 BA05 DA27 DA28 EB12 EB22 EC03 FA10 FA20 FA26 FA33 3G301 JB00 LA03 LC01 LC03 LC04 ND02 PA11Z PD08Z03 PF02Z

Claims (20)

[Claims] An accelerator pedal position is detected by at least two sensors, at least one of the sensors is monitored by a first control unit, and another sensor is detected by a second control unit.
In a drive output control method for a vehicle in which the opening degree of a throttle valve that controls the amount of air taken into the engine is monitored by the control unit of the vehicle, the control unit of one of the control units obtained based on the input sensor output The data including the target throttle opening is output to the other control units, and the two control units monitor each other for the target throttle opening setting abnormality.
A drive output control method for a vehicle, wherein a target throttle opening is limited to a predetermined opening limit. 2. A throttle valve for adjusting an amount of intake air to an engine mounted on a vehicle, a throttle driving means for driving the throttle valve, and first and second redundantly detected first and second positions of an accelerator pedal. A first and a second accelerator position sensor for outputting the accelerator opening signal, an idle switch for detecting the fully closed position of the accelerator pedal and outputting the same as an idle switch signal, and detecting the position of the throttle valve, respectively. First and second throttle position sensors outputting as first and second throttle opening signals, a first accelerator opening signal, an idle switch signal, and a first throttle opening signal;
A first control unit for calculating control parameters such as a target throttle opening, a second accelerator opening signal and a second throttle opening signal, and inputting the target throttle opening signal. A second control unit for calculating a control amount of the throttle driving means according to a degree, a first communication line for performing data communication from the first control unit to the second control unit, and a second communication unit for performing data communication from the second control unit. The second that performs data communication to the first control unit
A first communication line failure determining means for determining a failure of the first communication line;
The failure determination result of the communication line is transmitted to the first control unit via the second communication line, and if the failure determination is not performed on the first communication line, the second accelerator opening signal A second target throttle opening monitoring means for monitoring a target throttle opening based on the first and second control lines, wherein the first control unit includes a second communication line failure determining means for determining a failure of the second communication line; , The first
And if the second communication line has not been determined to be faulty,
A drive output control device for a vehicle, further comprising first target throttle opening monitoring means for monitoring a target throttle opening based on the idle switch signal. 3. The first control unit sets a target throttle opening monitoring permission flag when the accelerator position sensor has not been determined to be faulty and the automatic cruise control is not being performed, and via the first communication line. And the first target throttle opening monitoring means monitors the target throttle opening. When the target throttle opening monitoring permission flag is set, the second control unit transmits the target throttle opening. 3. The vehicle drive output control device according to claim 2, wherein the target throttle opening is monitored by a second target throttle opening monitoring means. 4. A second control unit detects an accelerator pedal fully closed state based on at least a second accelerator opening signal and monitors an upper limit value of a target throttle opening degree in the accelerator pedal fully closed state. The drive output control device for a vehicle according to claim 2 or 3, wherein 5. When the second control unit determines that the target throttle opening value transmitted from the first control unit exceeds a predetermined upper limit value, the second control unit sets the target throttle opening value to the upper limit value. 5. The drive output control device for a vehicle according to claim 4, wherein the drive output control device is limited. 6. When the output signal of the second accelerator position sensor continues to be at or below a predetermined voltage for a predetermined time, the second control unit determines that the accelerator pedal is in a fully-closed state, and outputs a signal from the first control unit. 5. The drive output control device for a vehicle according to claim 4, wherein whether the transmitted target throttle opening value exceeds a predetermined upper limit value is monitored. 7. The drive output control device for a vehicle according to claim 5, wherein an upper limit value of the target throttle opening in the accelerator pedal fully closed state is set based on an engine water temperature. 8. The drive output control of a vehicle according to claim 5, wherein an upper limit value of the target throttle opening degree in the accelerator pedal fully closed state is set according to an air-fuel ratio state of the engine. apparatus. 9. The first control unit detects an accelerator pedal fully closed state based on at least an idle switch signal, and sets an upper limit value of a target throttle opening in the accelerator pedal fully closed state to be transmitted to the second control unit. The drive output control device for a vehicle according to claim 2 or 3, wherein the drive output control device is monitored. 10. When the first control unit determines that the target throttle opening value transmitted to the second control unit exceeds a predetermined upper limit value, the first control unit limits the target throttle opening value to the upper limit value. 10. The drive output control device for a vehicle according to claim 9, wherein the control is performed. 11. The first control unit determines that the accelerator pedal is fully closed when the state in which the idle switch signal is ON is continued for a predetermined time, and sets the target throttle opening in the accelerator pedal fully closed state. The drive output control device for a vehicle according to claim 9, wherein whether the value does not exceed a predetermined upper limit value is monitored. 12. The drive output control device for a vehicle according to claim 10, wherein an upper limit value of a target throttle opening degree in a state where the accelerator pedal is fully closed is set based on an engine water temperature. 13. The drive output control device for a vehicle according to claim 10, wherein the upper limit value of the target throttle opening degree in the accelerator pedal fully closed state is set according to the air-fuel ratio state of the engine. . 14. An inhibitor switch signal indicating a shift lever position is input to the first control unit, and an upper limit value of a target throttle opening degree when the accelerator pedal is fully closed is set according to the ON / OFF state of the inhibitor switch signal. 11. The method according to claim 10, wherein the setting is performed.
The drive output control device for a vehicle according to any one of the preceding claims. 15. An air conditioner switch signal is input to a first control unit, and an upper limit value of a target throttle opening degree in an accelerator pedal fully closed state is set according to the ON / OFF state of the air conditioner switch signal. The drive output control device for a vehicle according to claim 10, wherein: 16. In the first control unit or the control unit, when the target throttle opening value is released from the limit value, the target throttle opening value is changed according to a predetermined change speed. 11. The drive output control device for a vehicle according to claim 5, wherein 17. The first control unit determines that the accelerator pedal is fully closed when the idle switch signal is ON for a predetermined time, and determines the target throttle opening in the accelerator pedal fully closed state. 3. The drive output control device for a vehicle according to claim 2, wherein the target throttle opening restriction state by the second control unit is monitored based on the difference between the actual throttle opening and the actual throttle opening. 18. Evacuation traveling means is provided, and
In the control unit, if the state in which the difference between the target throttle opening and the actual throttle opening in the fully closed state of the accelerator pedal exceeds a predetermined value continues for a predetermined time, the second
3. The drive output control device for a vehicle according to claim 2, wherein the control unit determines that the target throttle opening degree is in the restricted state, and performs the limp-home running by the limp-home running means. 19. A vehicle according to claim 19, further comprising:
In the control unit, when the accelerator pedal is fully closed and the state in which the engine speed exceeds a predetermined rotation speed has continued for a predetermined time, the control unit is configured to perform the limp-home traveling by the retraction traveling means. Item 3. A drive output control device for a vehicle according to Item 2. 20. A failure warning means is provided, and when it is determined that the second control unit is in the target throttle opening restriction state, the failure warning means causes the driver to recognize the failure of the device. The drive output control device for a vehicle according to claim 2, wherein