JP2001090585A - Throttle control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To set a controlled variable depending on the status of an actuator for driving a throttle valve in an electronic throttle system and improve its controllability. SOLUTION: A CPU 21 in an ECU 20 gives tertiary delay treatment to a target throttle opening based on an accelerator opening Ap from an accelerator opening sensor 18 in response to the stepping of an accelerator pedal 17 to form a temporary target throttle opening as a smooth target track. Acceleration/ deceleration torque is calculated from the temporary target throttle opening and an actual throttle opening TA from a throttle opening sensor 16. If hardly operating conditions are established at a low temperature in a driving system for a torque motor 19 or at a low voltage across a battery power supply, a delay is set to be greater to match its ability, producing proper calculated acceleration/deceleration torque. Unnecessary acceleration/deceleration torque is thus inhibited, resulting in improved controllability for the torque motor 19.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a throttle control device for an internal combustion engine that controls an opening degree of a throttle valve by driving an actuator according to an accelerator operation amount or the like.

[0002]

2. Description of the Related Art In recent years, a throttle control device for an internal combustion engine called an "electronic throttle system" for controlling a throttle valve opening by driving a motor as an actuator in accordance with an accelerator operation amount or the like has been adopted. I have. In such an electronic throttle system, for example, a current flows to a motor in accordance with an accelerator opening signal from an accelerator opening sensor that detects the amount of depression of an accelerator pedal, and the throttle valve is opened and closed by driving the motor. The amount of air supplied to the internal combustion engine is controlled. At this time, a proportional / integral / differential control (Proportional Integral Differential Control; hereinafter, simply referred to as “motor”) is performed on the motor so that a deviation between the signal from the throttle opening sensor for detecting the actual throttle opening and the signal from the accelerator opening sensor is eliminated. Feedback control based on “PID control”) is performed.

[0003]

By the way, as a situation of a motor drive system as an actuator in an electronic throttle system, for example, when the temperature is low, the friction of a motor rotating shaft and the like increases and the motor becomes difficult to operate. Even if the PID control amount is given, the movement of the throttle valve is not smooth, and sometimes an inappropriate movement such as overshoot is exhibited.

Accordingly, the present invention has been made to solve such a problem. An internal combustion engine capable of improving controllability by setting a control amount in accordance with the status of an actuator for driving a throttle valve in an electronic throttle system. It is an object to provide an engine throttle control device.

[0005]

According to the throttle control device for an internal combustion engine of the present invention, when the throttle valve is driven by the actuator based on the accelerator opening corresponding to the amount of depression of the accelerator pedal by the target opening calculating means. The predetermined target throttle opening is subjected to a predetermined delay process to calculate a temporary target throttle opening. The acceleration / deceleration torque in the actuator drive system is calculated by the acceleration / deceleration torque calculation means in accordance with the provisional target throttle opening and the actual throttle opening. Then, the actuator is driven by the control amount based on the acceleration / deceleration torque and other parameters by the throttle control means to control the actual throttle opening. Thereby, controllability for the actuator is improved.

The target opening calculating means in the throttle control device for an internal combustion engine according to the second aspect of the present invention performs a delay process by a second or third delay with respect to the target throttle opening to calculate a temporary target throttle opening. . Thereby, even if the target throttle opening changes stepwise, the provisional target throttle opening that forms a smooth target trajectory is created, and as a result, the controllability of the actuator is improved.

In the target opening calculating means in the throttle control device for an internal combustion engine according to the third aspect, the delay of the temporary target throttle opening due to the delay processing is set to be large when the temperature of the actuator drive system is low or the voltage of the battery power is low.
Thus, even when the actuator is difficult to move, a smooth target trajectory is created as the provisional target throttle opening so as to match the operation ability. As a result, inappropriate behavior of the actual throttle opening of the throttle valve is prevented.

[0008]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples.

FIG. 1 is a schematic configuration diagram showing an internal combustion engine to which a throttle control device for an internal combustion engine according to an embodiment of the present invention is applied, and peripheral devices thereof.

In FIG. 1, an air cleaner 3 is provided upstream of an intake passage 2 of an internal combustion engine 1.
An air flow meter 4 for detecting an intake air amount (intake air amount) is installed on the downstream side of the air flow meter. Further, a throttle valve 5 is provided downstream of the air flow meter 4 in the intake passage 2, and the actual opening of the throttle valve 5 is determined by the driving force of a torque motor 19 connected to a rotation shaft 5 a of the throttle valve 5. A certain actual throttle opening TA is controlled, and the amount of intake air supplied to the internal combustion engine 1 is adjusted. The actual throttle opening TA of the throttle valve 5 is detected by a throttle opening sensor 16. It should be noted that even during idling, the actual throttle opening TA is controlled by the driving force of the torque motor 19, whereby the intake air amount GN
And feedback control is performed such that the engine speed NE matches the target idle speed. Further, the intake passage 2 is connected to each cylinder of the internal combustion engine 1 via an intake manifold 6, and intake air from the intake passage 2 is distributed and supplied to each cylinder via the inside of the intake manifold 6.

Intake manifold 6 is provided with injectors 7 corresponding to each cylinder, and the fuel injected from each injector 7 is mixed with intake air and supplied to each cylinder. This air-fuel mixture is introduced into the combustion chamber 9 of each cylinder as the intake valve 8 opens and closes, is burned by the ignition of a spark plug 10, pushes down a piston 11, and applies torque to a crankshaft 12. The exhaust gas after combustion is discharged to the outside via an exhaust passage 14 with opening and closing of an exhaust valve 13. A crank angle sensor 15 is provided at a position close to the crankshaft 12, and a pulse signal is output from the crank angle sensor 15 at every 30 ° CA (Crank Angle).

Reference numeral 20 denotes an ECU (Electronic Control Unit).
The ECU 20 controls the driving of the injector 7 based on the intake air amount GN signal detected by the air flow meter 4 and the engine speed NE signal detected by the crank angle sensor 15, and controls the throttle opening sensor CPU that controls opening and closing of the throttle valve 5 based on the actual throttle opening TA signal detected by the accelerator pedal 16 and the accelerator opening Ap signal detected by the accelerator opening sensor 18 based on the amount of depression of the accelerator pedal 17.
The microcomputer mainly comprises a microcomputer 21, a ROM 22, a RAM 23, and the like.

Next, the configuration of the ECU 20 and its surroundings will be described in more detail with reference to FIG.

In the ECU 20, a CPU 21 reads an intake air amount GN signal, an engine speed NE signal, an actual throttle opening degree TA signal, an accelerator opening degree Ap signal, and the like, and requests each time according to the operating state of the internal combustion engine 1. This is a well-known central processing unit that calculates a fuel injection amount of the injector 7 and a target throttle opening TTP, which is a target command value of the throttle valve 5 by the torque motor 19, and the like.

The ROM 22 is a so-called program memory in which various control programs for controlling the operating state of the internal combustion engine 1, that is, a fuel injection control program, a throttle control program, and the like are stored in advance.
The CPU 21 executes various arithmetic processes in accordance with the program stored in the ROM 22. Also, RA
M23 is a so-called data memory that temporarily stores input / output data of various sensors, calculation processing data by the CPU 21, and the like.

The injector drive circuit 24 has an intake air amount GN
This is a circuit for driving the injector 7 by forming a signal of a predetermined pulse width corresponding to the fuel injection amount calculated through the CPU 21 based on the signal and the engine speed NE signal. As a result, an amount of fuel corresponding to the calculated fuel injection amount is injected and supplied from the injector 7 to each cylinder of the internal combustion engine 1.

Further, the motor drive circuit 25 is connected to a later-described CP.
In accordance with the calculation process by U21, in accordance with the deviation between the target throttle opening TTP of the throttle valve 5 by the torque motor 19 and the actual throttle opening TA from the throttle opening sensor 16, PWM (pulse width modulation) is used to reduce the deviation. ) A circuit for forming an output current DUTY from an output DUTY (control amount) calculated as a converted duty ratio signal and outputting the output current DUTY to the torque motor 19. As a result, a driving force corresponding to the output current DUTY is generated in the torque motor 19, and the actual throttle opening TA of the throttle valve 5 detected by the throttle opening sensor 16 finally matches the target throttle opening TTP. It is adjusted to.

The A / D conversion circuit 27 converts the read intake air amount GN signal, the actual throttle opening TA signal, the accelerator opening Ap signal, and a cooling water temperature THW signal from a water temperature sensor (not shown). A circuit for A / D (analog-digital) conversion and output to the CPU 21.

Next, the structure of a throttle control device for an internal combustion engine will be described with reference to FIGS.

In FIG. 2 and FIG.
An accelerator opening sensor 18 is provided in 7, and the accelerator pedal 17 is connected to an accelerator lever 41. The accelerator lever 41 is connected to the accelerator return spring 4
The accelerator pedal 17 is urged in the return direction (clockwise direction) by the accelerator pedals 2a and 42b. Accelerator pedal 1
7 is not operated (accelerator OFF), the accelerator lever 41 is pressed by the accelerator return springs 42a, 4b.
2b, it is held in a state of contact with the accelerator fully closed stopper 43. While the internal combustion engine 1 is operating, the position of the accelerator lever 41 based on the operation amount of the accelerator pedal 17 is detected by the accelerator opening sensor 18 as the accelerator opening Ap.

On the other hand, a valve lever 44 is connected to the rotary shaft 5a of the throttle valve 5, and this valve lever 44
Is urged in the opening direction of the throttle valve 5 (upward in FIG. 2) by the retreat running spring 45. For this reason, the motor OFF (torque motor 19) shown in FIG.
When the power is turned off, the retreating spring 45 holds the valve lever 44 at the intermediate stopper position where it contacts the intermediate lever 47. At this time, the intermediate lever 4
7 is urged by a valve return spring 48 in the closing direction of the throttle valve 5 (downward in FIG. 2), and is in contact with an intermediate stopper 49.

That is, the pulling force of the valve return spring 48 is set to be larger than the pulling force of the retreat running spring 45. Therefore, when the motor is turned off as shown in FIG. 2B, the pulling force of the valve return spring 48 overcomes the pulling force of the retreat running spring 45, and the intermediate lever 47 comes into contact with the intermediate stopper 49 and is held. Is held at the intermediate stopper position (actual throttle opening TA = about 3 °) regulated by the intermediate stopper 49.

On the other hand, during normal control (motor ON) shown in FIG. 2A, the torque motor 19 rotates forward or reverse according to the operation amount of the accelerator pedal 17, and the actual throttle opening TA of the throttle valve 5 Is adjusted, and the actual throttle opening TA of the throttle valve 5 at that time is detected by the throttle opening sensor 16. At this time, when increasing the actual throttle opening TA, the torque motor 19 is required.
When the motor motor on the positive side is supplied to the motor and the torque motor 19 is rotated forward, as shown in FIG.
4, the intermediate lever 47 is pushed up against the pulling force of the valve return spring 48, and the throttle valve 5 is driven in the opening direction. Conversely, when the actual throttle opening TA is reduced, a negative motor current is supplied to the torque motor 19 and the torque motor 19 is rotated in the reverse direction.
The valve lever 44 is lowered, and the throttle valve 5 is driven in the closing direction. When the throttle lever 5 is driven in the closing direction after the intermediate lever 47 is brought into contact with the intermediate stopper 49, the valve lever 44 is lowered against the pulling force of the retreating spring 45, and the throttle valve 5 is fully closed. When the valve lever 44 is closed to the stopper position (actual throttle opening degree TA = 0 °), the throttle fully closed stopper 4
6 to prevent further rotation.

Next, the structure of the torque motor 19 connected to the rotating shaft 5a of the throttle valve 5 used in the throttle control device for an internal combustion engine according to one embodiment of the present invention will be described with reference to FIGS. This will be described with reference to FIG. FIG. 5 is a diagram showing the torque motor 19 shown in FIG.
FIG. 3 is a view taken in the direction of arrow A with 3 removed.

As shown in FIG. 4, a throttle valve 5 is rotatably supported by bearings 61 and 62 on a throttle body 60 disposed in the middle of the intake passage 2. The throttle valve 5 is formed in a disk shape, and is fixed to the rotating shaft 5a with screws. By rotating the throttle valve 5 together with the rotation shaft 5a, the flow passage area of the intake flow passage 60a formed by the inner wall of the throttle body 60 is adjusted, and the amount of intake air passing through the intake passage 2 is controlled. You.

A valve lever 44 is press-fitted and fixed to one end of the rotary shaft 5a of the throttle valve 5, and is rotated together with the rotary shaft 5a. This valve lever 4
The fully closed position of the throttle valve 5 is defined by the contact of the throttle valve 4 with the throttle fully closed stopper 46. In addition,
By changing the screwing amount of the throttle fully closed stopper 46, the fully closed position of the throttle valve 5 is adjusted. In FIG. 4, the evacuation travel spring 45 and the like are omitted.

The throttle opening sensor 16 is disposed further to the end of the rotation shaft 5a than the valve lever 44.
It comprises a contact portion 16a, a substrate 16b coated with a resistor, and a housing 16c. The contact portion 16a is press-fitted into the rotating shaft 5a, and is rotated together with the rotating shaft 5a. The board 16b is fixed to the housing 16c, and the contact portion 16a slides on the resistor applied to the board 16b. A constant voltage of 5 [V] is applied to the resistor applied to the substrate 16b. The sliding position between the resistor and the contact portion 16a is changed according to the opening of the throttle valve 5, and the output voltage value is changed. Is varied. The output voltage value from the throttle opening sensor 16 is input to the ECU 20, and the actual throttle opening TA of the throttle valve 5 is detected.

Further, as shown in FIGS. 4 and 5, the torque motor 19 is connected to the other end of the rotating shaft 5a by a rotor 65, a core 69, and a pair of solenoids 70 and 75. The end of the torque motor 19 is covered by a cover 63. The rotor 65 is composed of an iron core 66 and permanent magnets 67 and 68 press-fitted and fixed to the rotating shaft 5a, and is rotatably housed in a housing hole 69a formed by the inner wall of the core 69. The iron core 66 is formed in a cylindrical shape, and is press-fitted and fixed to the other end of the rotating shaft 5a. The permanent magnets 67 and 68 are formed in an arc shape, and
Are attached and fixed at equal intervals on the outer periphery of. Since the rotation range of the throttle valve 5 is usually 90 ° or less, the arc length of the permanent magnets 67 and 68 is long enough to allow a torque capable of rotating the rotor 65 within the rotation range of the throttle valve 5. Good. The permanent magnets 67 and 68 are neodymium-based.
A so-called samarium-cobalt system that generates high magnetic force,
Rare earth magnets are employed.

The core 69 is made of a thin plate made of a magnetic material.
The rotor 65 is rotatably housed in the housing hole 69a. The core 69 is formed in a slotless manner around the rotor 65 without any break. The solenoids 70 and 75 are formed by winding coils 72 and 77 around iron cores 71 and 76, respectively, and are press-fitted and fixed to a core 69. Coil 72, 7
7 is supplied with a control current from a pin 81 embedded in a connector 80. Also, the valve return spring 48
Has one end fixed to the iron core 66 and the other end fixed to the screw 64, and the valve return spring 48 urges the throttle valve 5 to the closed side.

Next, the E used in the throttle control device for an internal combustion engine according to one embodiment of the present invention will be described.
A description will be given based on a block diagram of FIG. 6 showing a processing procedure of the throttle control in the CPU 21 in the CU 20.

In FIG. 6, first, in a target throttle opening calculation process S1, a target throttle opening TTP is calculated based on the accelerator opening Ap [°] from the accelerator opening sensor 18.
[°] is calculated. In the next provisional target throttle opening calculation process S2, as will be described later, the target throttle opening TTP [°] calculated in the target throttle opening calculation process S1.
A known third-order delay (third-order smoothing) process is performed for the target throttle opening degree TTPsm [°]. In the acceleration / deceleration torque calculation processing S3, as will be described later, the provisional target throttle opening TTPsm [°] calculated in the provisional target throttle opening calculation processing S2 and the actual throttle opening TA [ °)
Acceleration / deceleration torque Tg [N · m] of the throttle control system based on the actual throttle speed ΔTA which is the current throttle speed
Is calculated.

In the spring torque calculation processing S4, the spring torque Ts [N] is determined according to the provisional target throttle opening TTPsm [°] calculated in the provisional target throttle opening calculation processing S2.
M] is calculated. Here, the provisional target throttle opening T
While calculating the spring torque Ts according to TPsm,
On the open side where the actual throttle opening TA is larger than the intermediate stopper position, it corresponds to the valve return spring 48,
On the closed side where the actual throttle opening TA is smaller than the intermediate stopper position, the retracted traveling spring 45 is used. Alternatively, the spring torque may be calculated according to the predicted throttle opening based on the actual throttle opening, the actual throttle speed, and the actual throttle acceleration instead of the provisional target throttle opening TTPsm.

In the friction torque calculation process S5, the provisional target throttle opening TTPsm [°] and the actual throttle opening T
A [°] and the estimated motor temperature Tm calculated in the subsequent stage
[° C.], bearings 61 and 62 according to the frictional state at that time.
Friction torque Tf of throttle control system [Nm]
Is calculated. Then, the acceleration / deceleration torque Tg [N · m], the spring torque Ts [N · m] and the friction torque Tf [N · m] calculated in the preceding stage are added to obtain the required torque TR [N · m] of the torque motor 19. Is calculated.

In the motor current calculation processing S6, TR = f
Based on the measured values using the inverse model formula of (TA, IM),
Using the required torque TR [N · m] calculated in the preceding stage as a parameter, the required current IM required to generate each required torque
[A] is calculated according to the actual throttle opening TA [°]. In the next current responsiveness compensation process S7, the required current IM [A] calculated in the preceding stage is delayed due to inductance or resistance due to a coil or wiring (wire harness) or the like unique to the torque motor 19, Current (compensation value) [A] calculated in consideration of the estimated current Ia [A], the estimated resistance Rsm [Ω], and the estimated motor temperature Tm [° C], which are calculated in a later stage so as to compensate for the difference, and the original request. Current IM
[A] is added to calculate the output current Io [A].

In the back electromotive voltage calculation process S8, the output current Io [A] calculated in the preceding stage, the estimated motor temperature Tm [° C] calculated in the following stage, and the actual throttle opening TA [°].
The back electromotive force Ve [V] is calculated according to the tentative target throttle opening TTPsm [°]. Further, in the output duty calculation processing S9, the output current Io [A] calculated in the preceding stage is obtained.
Is added to the current value in consideration of the back electromotive voltage Ve [V], and the estimated resistance Rsm [Ω] and the battery voltage VB [V] calculated in the subsequent stage are taken into consideration. A possible output DUTY is calculated. Further, in the motor drive circuit 25, an output current DUTY for outputting to the torque motor 19 is formed based on the output DUTY from the output DUTY calculation processing S9.

Here, the output duty that can be output is, for example, 3 to 90% and 100%. Note that 0
３3%, 90-100%, and 100% or more are DUTY ranges that cannot be output on a circuit. This output DU
TY is output to the motor drive circuit 25 and the output current DUTY
Is formed and output to the torque motor 19 to drive the torque motor 19, so that the actual throttle opening TA detected by the throttle opening sensor 16 is finally adjusted to match the target throttle opening TTP. .

As described above, the output duty calculation process S9
Therefore, there is an output DUTY that cannot be output due to the operation restriction of the motor drive circuit 25 with respect to the required DUTY. For example, since a DUTY range of 0 to 3% cannot be output, when 0 to 3% is requested, the output DUTY
Is set to 3 [%]. When a DUTY range of 3 to 90 [%] is requested, the output DUTY corresponding to the value is set. Also, since a duty range of 90 to 100% cannot be output, when a duty range of 90 to 100% is required, 90 to 95% is 90%.
[%] And 95 to 100 [%], it is 100 [%]. When the operation result is requested to be 100% or more, the output DUTY becomes 100 because output is impossible.
[%].

As described above, the request DUTY and the output DUTY
Therefore, it is necessary to estimate the actually flowing current based on the output DUTY. Therefore, in the current estimation calculation process S10, the output DUTY calculation process S9
From the output DUTY, the battery voltage VB [V], and the estimated resistance Rsm [Ω] calculated in the subsequent stage.
[A] is calculated.

In the following resistance estimation calculation processing S11, the estimated current Ia [A] from the current estimation calculation processing S10, and the actual current flowing to the torque motor 19 at that time is the actual current IH detected by the hardware circuit in the ECU 20. A smoothing process is performed on the instantaneous true resistance calculated from [A], and the estimated resistance Rsm [Ω] is calculated. Then, in the motor temperature estimation calculation processing S12, the resistance estimation calculation processing S11
Motor temperature Tm based on the estimated resistance Rsm [Ω]
[° C.] is calculated. As a result, a change in motor torque, a change in magnetic flux density, a change in friction torque, and the like due to a change in motor temperature are corrected, and an appropriate output DUTY to be output to the motor drive circuit 25 is obtained.

Next, the provisional target throttle opening TTPsm calculated from the target throttle opening TTP in the provisional target throttle opening calculation processing S2 in FIG. 6 and the provisional target throttle opening TTPsm calculated in the acceleration / deceleration torque calculation processing S3. The acceleration / deceleration torque Tg calculated from the actual throttle opening TA will be described with reference to an explanatory diagram shown in FIG.

In FIG. 7, in a provisional target throttle opening calculation process S2, a step-like target throttle opening TTP is set.
A third-order delay (third-order smoothing) process is performed for the change of the target throttle opening, and a temporary target throttle opening TTPsm that smoothly changes as an ideal target trajectory is created. The torque motor 1
9 When the driving system is at low temperature or the battery power is at low voltage,
Since the operation capability of the torque motor 19 is reduced, the delay of the provisional target throttle opening TTPsm is set to be large so as to match the decrease.

Next, in the acceleration / deceleration torque calculation process S3, the following is calculated based on the tentative target throttle opening TTPsm calculated in the tentative target throttle opening calculation process S2 and the actual throttle opening TA from the throttle opening sensor 16. Thus, the acceleration / deceleration torque Tg is calculated.

First, the provisional target throttle opening TTPsm and the actual throttle opening TA are input to a position control system block which converts the target throttle opening into a target throttle speed. The provisional target throttle opening TTPsm is differentiated by the differentiator S, and a target throttle speed F / F (feed forward) value is calculated. This target throttle speed F / F
The value K1 is calculated by multiplying the value by a predetermined gain K1. Further, the actual throttle opening TA is subtracted from the tentative target throttle opening TTPsm to calculate an actual throttle opening F / B (feedback) value.
The B value is multiplied by a predetermined gain K2 to calculate the value of the P (proportional) term in the PID control.

Next, the process proceeds from the position control system block to a speed control system block for converting the target throttle speed to the target throttle acceleration. The target throttle speed F / F value is differentiated by the differentiator S and multiplied by a predetermined gain K3. A target throttle acceleration F / F value is calculated. Further, a value obtained by multiplying a value obtained by adding the value of the K1 value and the value of the P (proportional) term by the position control system block by a predetermined gain K4 is calculated. On the other hand, the actual throttle opening TA is differentiated by the differentiator S to calculate the actual throttle speed ΔTA. Then, the actual throttle speed ΔTA is subtracted from the K4 value to calculate the actual throttle speed F / B value. The actual throttle speed F / B value is multiplied by a predetermined gain K5, and the value of the P (proportional) term in the PID control is calculated. Is calculated. The actual throttle speed ΔTA is calculated from the value obtained by adding the K1 value and the K2 value.
Is multiplied by a predetermined gain K6 and further integrated by the integrator 1 / S to calculate the value of the I (integral) term in the PID control. And the actual throttle speed Δ
A value obtained by multiplying TA by a predetermined gain K7 is differentiated by a differentiator S to calculate a value of a D (differential) term in PID control.

Further, the respective values of the P and I terms are added to the target throttle acceleration F / F value in the speed control system block, and the value obtained by subtracting the value of the D term is multiplied by the inertia J to obtain the acceleration / deceleration torque Tg. Is calculated. Note that each gain K
1 to K7 are the target throttle speed F / F value, the deviation between the provisional target throttle opening TTPsm and the actual throttle opening TA,
It is appropriately changed according to the operating conditions of the internal combustion engine 1 and the like.

As described above, the throttle control device for an internal combustion engine according to this embodiment drives the torque motor 19 as an actuator in accordance with the depression amount of the accelerator pedal 17 to control the opening of the throttle valve 5. An accelerator opening sensor 18 for detecting an accelerator opening Ap corresponding to an amount of depression of an accelerator pedal 17 and a predetermined target throttle opening TTP of the throttle valve 5 set based on the accelerator opening Ap. And a throttle opening for detecting the actual opening of the throttle valve 5 as the actual throttle opening TA. The torque motor 19 is driven according to the sensor 16 and the provisional target throttle opening TTPsm and the actual throttle opening TA. The acceleration / deceleration torque calculating means achieved by the CPU 21 in the ECU 20 for calculating the acceleration / deceleration torque Tg in the system, and the torque motor 19 based on the control amount calculated based on the acceleration / deceleration torque Tg and other parameters.
ECU 20 that drives the actual throttle opening TA
And a throttle control means which is achieved by the CPU 21. The target opening calculating means achieved by the CPU 21 in the ECU 20 of the throttle control device for the internal combustion engine according to the present embodiment performs a third-order delay process on the target throttle opening TTP to perform provisional target throttle opening TTP.
This is for calculating sm. The target opening calculating means achieved by the CPU 21 in the ECU 20 of the throttle control device for the internal combustion engine according to the present embodiment is a temporary opening by a third-order lag process when the torque motor 19 drive system is at a low temperature or when the battery power is at a low voltage. The delay of the target throttle opening TTPsm is set to be large.

That is, the tentative target throttle, which is a smooth target trajectory, is subjected to a specific third-order lag process as a delay process for the target throttle opening TTP when the throttle valve 5 is driven by the torque motor 19. Opening TTP
sm is created. Then, the provisional target throttle opening TTP
Acceleration / deceleration torque Tg is calculated from sm and actual throttle opening TA. At this time, when the torque motor 19 drive system is at a low temperature or the battery power is at a low voltage and it is difficult to operate the torque motor 19, the delay is set to a large value so as to match the performance, and an appropriate acceleration / deceleration torque Tg is calculated. You. As a result, generation of unnecessary acceleration / deceleration torque is suppressed, and as a result, the controllability of the torque motor 19 is improved, so that the overshoot of the throttle valve 5 can be eliminated.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram showing an internal combustion engine to which an internal combustion engine throttle control device according to an embodiment of the present invention is applied and peripheral devices thereof.

FIG. 2 is a schematic diagram showing a main configuration of a throttle control device for an internal combustion engine according to an example of an embodiment of the present invention.

FIG. 3 is a perspective view showing a main configuration of a throttle control device for an internal combustion engine according to an example of the embodiment of the present invention.

FIG. 4 is a cross-sectional view showing a configuration of a torque motor connected to a rotary shaft of a throttle valve used in a throttle control device for an internal combustion engine according to one embodiment of the present invention. .

FIG. 5 is an arrow view of the torque motor of FIG. 4 with the cover removed and viewed from the direction A.

FIG. 6 is an EC used in a throttle control device for an internal combustion engine according to an embodiment of the present invention.
FIG. 9 is a block diagram showing a processing procedure of throttle control in a CPU in U.

FIG. 7 is a diagram showing a provisional target throttle opening calculated from the target throttle opening in the provisional target throttle opening calculation processing of FIG. 6, and the provisional target throttle opening and the actual throttle opening calculated in the acceleration / deceleration torque calculation processing. FIG. 6 is an explanatory diagram for calculating acceleration / deceleration torque from FIG.

[Explanation of symbols]

 Reference Signs List 1 internal combustion engine 5 throttle valve 16 throttle opening sensor 18 accelerator opening sensor 19 torque motor (actuator) 20 ECU (electronic control unit)

 ──────────────────────────────────────────────────続 き Continued on the front page F-term (reference) PE03Z PG01Z

Claims (3)

[Claims] 1. A throttle control device for an internal combustion engine that controls an opening of a throttle valve by driving an actuator according to an amount of depression of an accelerator pedal, wherein the accelerator detects an accelerator opening according to an amount of depression of the accelerator pedal. Opening degree sensor, target opening degree calculating means for performing a predetermined delay process on a target target throttle opening degree of the throttle valve set based on the accelerator opening degree, and calculating a provisional target throttle opening degree; A throttle opening sensor for detecting an actual opening of the throttle valve as an actual throttle opening; and calculating acceleration / deceleration torque in the actuator drive system according to the provisional target throttle opening and the actual throttle opening. Acceleration / deceleration torque calculating means, and a control calculated based on the acceleration / deceleration torque and other parameters. Said actuator is driven by the amount, the throttle control apparatus for an internal combustion engine characterized by comprising a throttle control means for controlling the actual throttle opening. 2. The tentative target throttle opening degree is calculated by performing a delay processing by a second-order lag or a third-order lag on the target throttle opening degree. 3. The throttle control device for an internal combustion engine according to claim 1. 3. The target opening calculating means sets a large delay of the temporary target throttle opening due to the delay processing when the actuator drive system is at a low temperature or when a battery power is at a low voltage. 3. The throttle control device for an internal combustion engine according to claim 1 or 2.