JP2002089334A - Electronic throttle control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve responsibility of throttle control by reducing wasteful time by friction force around an axis of a throttle valve in an electronic throttle system. SOLUTION: An electronic control unit 25 increases driving force of a motor 17 by adding an adding amount to a controlled variable of the motor 17 at the time of judging it as stopping of the throttle valve 15 by monitoring whether the throttle valve 15 stops or not before the throttle valve 15 reaches target throttle opening while the throttle valve 15 is driven (when the target throttle opening and detected throttle opening do not match with each other). Consequently, it is possible to speedily move the throttle valve 15 by immediately setting the controlled variable in size to overcome frictional force around an axis of the throttle valve 15 at the point to detect stopping of the throttle valve 15 while the throttle valve 15 is driven and to reduce wasteful time by the frictional force.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an electronic throttle control device for an internal combustion engine in which a throttle valve is driven by a motor or the like in response to an accelerator operation or the like to electrically control a throttle opening.

[0002]

2. Description of the Related Art In an electronic throttle system mounted on an automobile, an accelerator pedal depression amount (accelerator operation amount) is detected by an accelerator sensor, and a target throttle opening is set in accordance with the detected value. A control amount for making the opening (actual throttle opening) equal to the target throttle opening is calculated by PID control or the like, and the motor is driven by the control amount so that the actual throttle opening matches the target throttle opening. I try to make it.

[0003]

When the throttle valve is driven, it is necessary to drive the throttle valve against the frictional force around the axis. If the difference between the actual throttle opening and the target throttle opening is small, driving the throttle valve with a large driving force from the beginning will cause the phenomenon that the throttle valve will overshoot beyond the target throttle opening, Behavior becomes unstable. For this reason, when the difference between the actual throttle opening and the target throttle opening is small, the driving of the throttle valve is first started with a small driving force, and the driving force is gradually increased by an integral operation such as PID control. ing.

However, when the throttle valve starts to be driven with a small driving force, it takes a while for the driving force to overcome the frictional force around the axis by PID control or the like, and the throttle valve may not move for a while. As a result, there is a disadvantage that the dead time due to the frictional force increases and the response of the throttle valve is poor.

The present invention has been made in view of such circumstances, and accordingly, has as its object to reduce the dead time due to the frictional force of the throttle valve around its axis and to improve the responsiveness of the throttle control. An electronic throttle control device for an internal combustion engine is provided.

[0006]

According to a first aspect of the present invention, there is provided an electronic throttle control apparatus for an internal combustion engine according to the first aspect of the present invention. Does not match), monitor whether the throttle valve has stopped before the throttle valve reaches the target throttle opening,
When it is determined that the throttle valve is stopped, the gain of the integral term is increased or the addition amount is added to the control amount. In this way, if the stop of the throttle valve is detected during the operation of the throttle valve, the control amount is immediately set to a value that overcomes the frictional force around the throttle valve axis, and the throttle valve is quickly operated. It can be moved, the wasted time due to frictional force can be reduced, and the responsiveness of throttle control can be improved.

In this case, whether or not the throttle valve is stopped may be determined, for example, from the output of the throttle opening sensor. However, the throttle opening detected by the throttle opening sensor is detected even when the throttle valve is stopped. Since the fluctuation may occur within the range of the error, the state in which the amount of change in the throttle opening detected by the throttle opening sensor is equal to or less than a predetermined value (within the range of the detection error) has continued for a predetermined time or more. At this time, it may be determined that the throttle valve is stopped. With this configuration, even if the throttle opening detected by the throttle opening sensor fluctuates within the range of the detection error while the throttle valve is stopped, the stop of the throttle valve is accurately determined from the output of the throttle opening sensor. be able to.

In this case, the output voltage of the throttle opening sensor is A / D converted by A / D conversion means, and the detected throttle opening is obtained from the A / D conversion value.
Until the detected throttle opening exceeds the A / D conversion error and changes by a predetermined value K1 or more, the detected throttle opening before the change is stored as a base opening, and the deviation between the base opening and the detected throttle opening is determined by a predetermined value. If the state of less than the value K1 (within the range of the A / D conversion error) continues for a predetermined time T1 or more, it may be determined that the throttle valve is stopped. In this way, even if the detected throttle opening fluctuates due to an A / D conversion error during the stop of the throttle valve, the stop of the throttle valve can be accurately determined.

When the deviation between the base opening and the detected throttle opening remains constant at a predetermined value K2 or less and continues for a predetermined time T2 or more, the base opening is changed at that time. May be updated with the detected throttle opening. This makes it possible to correct a slight deviation of the base opening.

By the way, in a system having an opener mechanism for regulating the throttle opening by the opener opening when the system is abnormal, as will be described later, the opening of the opener is a boundary.
Since the rotating member changes, the shaft friction about the rotation axis changes.

In consideration of this point, when setting the gain or addition amount of the integral term, the gain or the integral term of the integral term is set according to the magnitude relationship between the opener opening and the detected throttle opening. The addition amount may be changed. In this way, the required control amount can be set appropriately.

[0012]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings. First, a schematic configuration of an entire control system of an engine 11, which is an internal combustion engine, will be described with reference to FIG. An air cleaner 13 is mounted on an upstream side of an intake pipe 12 of the engine 11, an air flow meter 14 for measuring an intake air amount Ga is provided on a downstream side thereof, and a throttle valve 15 is provided on a downstream side thereof. A motor 17 (throttle actuator) such as a DC motor is connected to a rotation shaft 15 a of the throttle valve 15, and the opening of the throttle valve 15 (throttle opening) is controlled by the driving force of the motor 17. The degree is detected by the throttle opening sensor 18. In this case, even during idling, the throttle opening is controlled by the driving force of the motor 17, whereby the intake air amount Ga is controlled, and feedback control is performed so that the engine speed matches the target idle speed.

An intake manifold 1 for introducing the intake air passing through the throttle valve 15 into each cylinder of the engine 11
An injector 20 is attached to the cylinder 9, and a spark plug 21 is attached to a cylinder head of each cylinder of the engine 11.
Is attached. Crankshaft 22 of engine 11
A crank angle sensor 24 is provided so as to face the outer periphery of the signal rotor 23 fitted on the crank angle sensor 2.
The pulse of the engine speed signal Ne output from 4 is taken into an electronic control unit (ECU) 25, and the engine speed is detected based on the frequency of generation of the engine speed signal Ne.

On the other hand, the depression amount of the accelerator pedal 26 (accelerator operation amount) is detected by an accelerator sensor 27,
The voltage signal Ap corresponding to the accelerator operation amount is taken into the electronic control unit 25 via the A / D converter 28 (A / D conversion means). Further, each voltage signal of the intake air amount Ga detected by the air flow meter 14 and the throttle opening TA detected by the throttle opening sensor 18 is also taken into the electronic control unit 25 via the A / D converter 28.

The electronic control unit 25 includes a CPU 2
9, a microcomputer including a ROM 30, a RAM 31, and the like is mainly configured. By executing various programs for engine control stored in the ROM 30 by the CPU 29, the ignition timing of the ignition plug 21 is controlled and the injector drive is controlled. The pulse width of the injection signal given to the injector 20 via the circuit 45 is controlled to control the fuel injection amount. Furthermore, this electronic control unit 25
By executing various programs for throttle control stored in the M30 by the CPU 29, at the time of normal throttle control, via the motor drive circuit 32 according to the target throttle opening set based on the accelerator operation amount Ap and the like. The motor 17 is feedback controlled by PID control or PI control (at least control for performing an integration operation), and the throttle opening is controlled to a target throttle opening by the driving force of the motor 17.

A safety circuit 46, such as a relay, is provided in the current path from the motor drive circuit 32 to the motor 17. When the electronic throttle system is abnormal, the safety circuit 46 operates to connect the motor 17 to the motor 17. The current is cut off.

Next, the configuration of the electronic throttle system will be described with reference to FIGS. An accelerator lever 34 is connected and fixed to a rotation shaft 33 of the accelerator pedal 26.
5 and 36 (the accelerator is closed). When the accelerator pedal 26 is not depressed (accelerator OFF), the accelerator lever 34
Is held in contact with the accelerator fully closed stopper 37 by the accelerator return springs 35 and 36. During the operation of the engine, the position of the accelerator lever 34 is detected by the accelerator sensor 27 as the accelerator operation amount Ap.

On the other hand, the rotation shaft 15 of the throttle valve 15
A valve lever 38 is connected and fixed to a, and this valve lever 38 is urged upward (in the opening direction of the throttle valve 15) in FIG. 2 by an opener spring 39.
An opener 40 is disposed so as to engage with the open side of the valve lever 38, and the opener 40 is urged downward (in the closing direction of the throttle valve 15) in FIG. This return spring 41
Is set to be larger than the pulling force of the opener spring 39. The valve lever 38, opener spring 39, opener 40, return spring 41 and opener stopper 42 constitute an opener mechanism 47.

During normal control (when the motor 17 is ON),
The opening of the throttle valve 15 (throttle opening) is adjusted by rotating the motor 17 forward or backward according to the operation of the accelerator pedal 26, and the throttle opening at that time is detected by the throttle opening sensor 18. At this time, when opening the throttle opening, the motor 17 is rotated forward and
As shown in FIG. 2A, the valve lever 38 drives the throttle valve 15 in the opening direction while pushing up the opener 40 against the pulling force of the return spring 41.
Conversely, when closing the throttle opening, the throttle valve 15 is driven in the closing direction while the motor 17 is rotated in the reverse direction to lower the valve lever 38, and the throttle valve 15 is moved to the fully closed position (throttle opening degree). = 0 deg), the valve lever 38 comes into contact with the throttle fully closed stopper 43, and further rotation is prevented.

On the other hand, when the electronic throttle system is abnormal, the safety circuit 46 operates to keep the motor 17 off (OFF). In this state, as shown in FIG. 2B, the pulling force of the return spring 41 overcomes the pulling force of the opener spring 39, and the opener 40 is kept in contact with the opener stopper 42. In this state, the position of the valve lever 38 (throttle opening) is regulated by the opener stopper 42 by the opener 40 (for example, about 5 to 10 degrees).
(Hereinafter, this opening is referred to as “opener opening”), and the amount of intake air during the limp-home running is ensured. During the limp-home run, the electronic control unit 2 is operated in a state where the throttle valve 15 is held at the opener opening by the opener mechanism 47.
5 controls the vehicle speed by performing fuel injection control in which fuel cut is mixed in accordance with the depression amount of the accelerator pedal 26.

In this case, during normal control (when the motor 17 is turned on)
), When the accelerator pedal 26 is depressed from a state in which the throttle opening is controlled to be equal to or less than the opener opening, and the target throttle opening exceeds the opener opening (hereinafter, this is referred to as a When the throttle valve 15 is driven in the opening direction and straddles the opener opening, the opener spring 39 is pulled against the valve lever 38 until the valve lever 38 contacts the opener 40. After the force in the opening direction is exerted by the force and the valve lever 38 contacts the opener 40, the valve lever 3
8, a pulling force of the return spring 41 is applied, and a force in the closing direction acts. As a result, at the time of the straddling change, the direction of the spring force applied to the valve lever 38 reverses at the opening of the opener, and the direction of the load of the motor 17 reverses.

Control amounts for matching the actual throttle opening to the target throttle opening include PID control, PI control, and the like.
Since the calculation is performed using a transfer function including at least the integral term, the value of the integral term is included in the control amount. As described above, since the direction of the spring force of the opener mechanism 47 is reversed at the opening of the opener, the sign of the integral term is inverted to a plus value and a minus value at the opening of the opener. .

In this embodiment, the electronic control unit 25
Is executed by executing the control amount calculation program shown in FIGS. 4 and 5 so that the throttle valve 15 is driven while the throttle valve 15 is being driven (that is, when the target throttle opening and the detected throttle opening do not match). By monitoring whether or not the throttle valve 15 has stopped before reaching the target throttle opening, when it is determined that the throttle valve 15 has stopped, a predetermined amount of addition is added to the control amount of the motor 17 so that the motor 17 drive force is increased. With this configuration, when the stop of the throttle valve 15 is detected during the operation of the throttle valve 15, the control amount is immediately set to a value that overcomes the frictional force around the axis of the throttle valve 15, and the throttle valve 15 is quickly moved. Can be moved to reduce the waste time due to frictional force,
The responsiveness of the throttle control can be improved.

In this case, whether or not the throttle valve 15 is stopped may be determined by the throttle opening detected by the throttle opening sensor 18, but the throttle opening detected by the throttle opening sensor 18 is determined by the throttle opening. Even when the valve 15 is stopped, it may fluctuate within a range of a detection error such as an A / D conversion error. Therefore, in this embodiment,
In order to determine the stop of the throttle valve 15 based on the output of the throttle opening sensor 18, a process as shown in FIG. 6 is performed. Hereinafter, a method of the stop determination will be described.

The output voltage of the throttle opening sensor 18 is
The signal is A / D converted by the A / D converter 28 and is taken into the electronic control unit 25. Thereby, the electronic control unit 2
5 (the A / D converter 28
(A / D conversion value) digitally changes, so that the detected throttle opening may fluctuate within the range of the A / D conversion error even when the throttle valve 15 is stopped. A / D
The conversion error is ± 1 LSB.

Therefore, the detected throttle opening is ± 1 LSB.
Even if it changes, since the throttle valve 15 may be stopped, the detected throttle opening before the change is changed until the detected throttle opening exceeds the A / D conversion error and changes by a predetermined value K1 (± 2 LSB) or more. The degree is stored as a base opening degree. Thereafter, when the detected throttle opening exceeds the A / D conversion error and changes by a predetermined value K1 (± 2 LSB) or more,
The base opening is updated with the detected throttle opening at that time.

However, even if the deviation between the base opening and the detected throttle opening is within the range of the A / D conversion error, the deviation between the base opening and the detected throttle opening is a predetermined value K2 (± 1L).
When the state that becomes constant in SB) continues for the predetermined time T2 or more, the base opening is updated with the detected throttle opening at that time. As a result, a small deviation of the base opening (± 1
LSB shift) can be corrected.

When the deviation between the base opening and the detected throttle opening is smaller than a predetermined value K1 (± 2 LSB) for a predetermined time T1 or more, the throttle valve 1
5 is determined to be stopped. With this configuration, even if the detected throttle opening fluctuates due to an A / D conversion error while the throttle valve 15 is stopped, the throttle valve 15
Can be determined with high accuracy.

Next, the processing contents of the control amount calculation program shown in FIGS. 4 and 5 will be described. This program is executed at predetermined time intervals and plays a role as a control means in the claims. When this program is started, first, in step 101, it is determined whether or not the target throttle opening and the detected throttle opening do not match. If the target throttle opening and the detected throttle opening do not match, it is determined. For example, since there is no need to drive the throttle valve 15, the routine proceeds to step 102, where counters 1 and 2 described later are cleared, and the base opening is updated with the current detected throttle opening.

On the other hand, if the target throttle opening does not match the detected throttle opening, the throttle valve 1
It is necessary to drive the throttle valve 15 to the target throttle opening.
It is monitored whether or not the throttle valve 15 has stopped before reaching the target throttle opening.
Is determined to be stopped, a predetermined addition amount is added to the control amount of the motor 17.

More specifically, first, in step 103, it is determined whether or not the base opening and the detected throttle opening match, and if they match, the process proceeds to step 104, where a counter 2 described later is used. Is cleared and the routine proceeds to step 105. On the other hand, if the base opening and the detected throttle opening do not match, the counter 2 is not cleared and step 1 is executed.
Go to 05.

In step 105, the deviation (absolute value) between the base opening and the detected throttle opening is set to a predetermined value K1 (2
LSB) is determined, and if not less than the predetermined value K1, it is determined that the throttle valve 15 is operating normally (that is, not stopped), and step 102
To clear counter 1 and counter 2,
The base opening is updated with the current detected throttle opening.

On the other hand, if the deviation (absolute value) between the base opening and the detected throttle opening is smaller than the predetermined value K1 (2LSB), the routine proceeds to step 106, where the difference between the base opening and the detected throttle opening is determined. The counter 1 for counting the duration of the state where the deviation (absolute value) is less than the predetermined value K1 is counted up. Thereafter, the process proceeds to step 107,
It is determined whether the deviation (absolute value) between the base opening and the detected throttle opening is a predetermined value K2 (1LSB), and the deviation (absolute value) between the base opening and the detected throttle opening is determined to be a predetermined value K2. If not, the process proceeds to step 111 in FIG.

On the other hand, in step 107, the deviation (absolute value) between the base opening and the detected throttle opening is set to a predetermined value K2.
If it is determined that the difference is equal to or smaller, the routine proceeds to step 108, where the counter 2 for counting the duration of the state where the deviation (absolute value) between the base opening and the detected throttle opening is the predetermined value K2 is counted up. Then, proceed to step 109,
It is determined whether or not the value of the counter 2 has exceeded a value corresponding to the predetermined time T2. If so, the routine proceeds to step 110, where the counter 2 is cleared and the base opening is set at the current detected throttle opening. Update to step 11 in FIG.
Proceed to 1. If the value of the counter 2 does not exceed the value corresponding to the predetermined time T2, the process skips step 110 and proceeds to step 111 in FIG.

In step 111 of FIG. 5, the counter 1>
It is determined whether or not the predetermined value T1 and the counter 2 = 0, and if the counter 1 ≦ the predetermined value T1 or the counter 2 ≠ 0, the stop of the throttle valve 15 cannot be confirmed yet. Then, the addition amount is set to 0.

On the other hand, if counter 1> predetermined value T1 and counter 2 = 0, it is determined that the throttle valve 15 has stopped, and the routine proceeds to step 113, where the actual throttle is determined based on whether or not the integral term> 0. It is determined whether or not the opening is larger than the opener opening. If the integral term is greater than 0, the routine proceeds to step 114, and if the integral term ≦ 0, the routine proceeds to step 115.

In steps 114 and 115, the target throttle opening and the detected throttle opening are compared, and the driving direction of the throttle valve 15 is determined as follows based on the magnitude relationship between the two.

Integral term> 0 and target throttle opening>
In the case of the detected throttle opening, it is determined that the actual throttle opening is larger than the opener opening and the throttle valve 15 is driven in the opening direction, and
To set the addition amount to the predetermined value A.

Integral term> 0 and target throttle opening ≦
In the case of the detected throttle opening, it is determined that the actual throttle opening is larger than the opener opening and that the throttle valve 15 is driven in the closing direction.
Then, the process proceeds to step S7, where the addition amount is set to a predetermined value B. Where B =
-A.

Integral term ≦ 0 and target throttle opening <
In the case of the detected throttle opening, it is determined that the actual throttle opening is smaller than the opener opening and the throttle valve 15 is driven in the closing direction.
Proceeding to S8, the addition amount is set to a predetermined value C.

Integral term ≦ 0 and target throttle opening degree ≧
In the case of the detected throttle opening, it is determined that the actual throttle opening is smaller than the opener opening and the throttle valve 15 is driven in the opening direction, and step 119 is performed.
To set the addition amount to the predetermined value D. Where D = −
C.

Incidentally, the addition amounts A to D may be fixed values set in advance for simplification of the arithmetic processing.
The addition amounts A to D may be calculated by a map, a mathematical expression, or the like in accordance with a deviation between the target throttle opening and the detected throttle opening.

As described above, steps 112 and 11
After setting the addition amount in any one of 6 to 119, the routine proceeds to step 120, where the addition amount is added to the control amount of the motor 17 calculated by PID control or the like to obtain a final control amount, and the throttle valve is determined by the final control amount 15 is driven.

In the present embodiment described above, during the operation of the throttle valve 15 (that is, when the target throttle opening does not coincide with the detected throttle opening), the throttle valve 15 does not reach the target throttle opening. It is monitored whether or not the throttle valve 15 has stopped, and when it is determined that the throttle valve 15 has stopped, the amount of addition to be added to the control amount of the motor 17 is calculated. Since the driving force of the motor 17 is increased by the addition, when the stop of the throttle valve 15 is detected during the driving of the throttle valve 15,
Immediately setting the control amount to a value that overcomes the frictional force around the axis of the throttle valve 15, the throttle valve 15 can be quickly moved, the dead time due to the frictional force can be reduced, and the responsiveness of the throttle control can be reduced. Can be increased.

Moreover, in this embodiment, step 113
In steps 119 through 119, the addition amount is changed according to the magnitude relationship between the opener opening and the detected throttle opening and the driving direction of the throttle valve 15, so that the addition to the motor 17 is performed while the throttle valve 15 is stopped. The direction of the load (spring force) and the direction of change of the integral term can be appropriately reflected in the control amount.

In the present embodiment, an additional amount is added to the control amount in order to set the control amount to a value that overcomes the frictional force around the axis of the throttle valve 15. However, instead of this, the control amount is added. The gain of the integral term may be increased, and in this case, the same operation and effect as in the present embodiment can be obtained.

In addition, in the present invention, the configuration of the electronic throttle system may be appropriately changed. For example, a configuration in which an electromagnetic clutch is interposed between the motor 17 and the rotation shaft 15a of the throttle valve 15 may be used. Or, the intake pipe 12
May be provided with a bypass air passage that bypasses the throttle valve 15, and an ISC valve provided in the bypass air passage may be used to control the amount of intake air during idling.

Further, the configuration of the opener mechanism 47 may be changed as appropriate. For example, when the accelerator pedal 26 is depressed to an opening degree corresponding to the opening degree or more when the system is abnormal, the accelerator lever 34 is opened. When the opener 40 is pushed up in the opening direction in accordance with the amount of depression of the accelerator pedal 26, the valve lever 38
Is lifted in the opening direction by the opener spring 39, whereby the throttle opening is reduced by the accelerator pedal 26.
May be adjusted mechanically in conjunction with the amount of depression of the pedal.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of an entire engine control system showing an embodiment of the present invention.

FIG. 2 is a schematic configuration diagram of an electronic throttle system.
(A) is a diagram showing a state during normal control (when the motor is ON),
(B) is a diagram showing a state when the motor is off.

FIG. 3 is a perspective view of an electronic throttle system.

FIG. 4 is a flowchart showing a process flow of a first half of a control amount calculation program;

FIG. 5 is a flowchart showing the flow of processing in the latter half of the control amount calculation program;

FIG. 6 is a time chart showing an example of behavior of a target throttle opening, a detected throttle opening, a base opening, a counter 1, a counter 2, and an addition amount.

[Explanation of symbols]

11 engine (internal combustion engine), 12 intake pipe, 14 air flow meter, 15 throttle valve, 17 motor (throttle actuator), 18 throttle opening sensor, 25 electronic control unit (control means), 26
... accelerator pedal, 27 ... accelerator sensor, 28 ... A /
D converter (A / D conversion means), 34 ... accelerator lever,
35, 36 ... accelerator return spring, 37 ... accelerator fully closed stopper, 38 ... valve lever, 39 ... opener spring, 40 ... opener, 41 ... return spring, 42 ... opener stopper, 43 ... throttle fully closed stopper, 47 ... opener mechanism .

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI Theme coat ゛ (Reference) F02D 41/22 310 F02D 41/22 310M 45/00 364 45/00 364H 364Q (72) Inventor Naoyuki Kamiya Aichi 1-1, Showa-cho, Kariya-shi, Japan Inside Denso Corporation (72) Inventor Shinji Ikeda 1, Toyota-cho, Toyota-shi, Aichi Toyota Motor Corporation (72) Inventor Tsukasa Abe 1, Toyota-cho, Toyota-shi, Aichi F-term in Toyota Motor Corporation (reference) 3G065 AA11 CA00 CA38 CA40 DA05 EA03 FA11 FA13 GA05 GA10 GA41 GA46 KA15 KA16 3G084 BA05 BA06 CA03 DA05 DA33 EA02 EA07 EA11 EB13 EB22 FA07 FA10 FA33 3G301 HA01 JA03 JB07 LA03 NA08 ND05 ND21 NE01 NE23 PA01Z PA11A PA11Z PA12Z PE01Z PF03Z

Claims (5)

[Claims] 1. A throttle actuator for driving a throttle valve, and a control amount for matching an opening of the throttle valve (hereinafter referred to as "throttle opening") to a target throttle opening set according to an accelerator operation or the like. Is calculated by a transfer function including at least an integral term, and a control means for giving the control amount to the throttle actuator to control the throttle opening degree.The electronic throttle control device for an internal combustion engine, wherein the control means comprises: During the operation of the throttle valve, it is monitored whether or not the throttle valve has stopped before the throttle valve reaches the target throttle opening. When it is determined that the throttle valve has stopped, the gain of the integral term is determined. Or adding an additional amount to the control amount. Le controller. A throttle opening sensor for detecting the throttle opening, wherein the control means keeps a state in which a change amount of the throttle opening detected by the throttle opening sensor is a predetermined value or less for a predetermined time or more. 2. The method according to claim 1, wherein it is determined that the throttle valve is stopped.
An electronic throttle control device for an internal combustion engine according to claim 1. 3. An A / D conversion means for A / D converting an output voltage of the throttle opening sensor, wherein the control means detects a throttle obtained from an A / D conversion value of the A / D conversion means. The detected throttle opening before the change is stored as the base opening until the opening changes by the predetermined value K1 or more, and the state in which the deviation between the base opening and the detected throttle opening is less than the predetermined value K1 continues for the predetermined time T1 or more. 3. The electronic throttle control device for an internal combustion engine according to claim 2, wherein it is determined that the throttle valve is stopped when the control is performed. 4. When the deviation between the base opening and the detected throttle opening remains constant at a predetermined value K2 or less for a predetermined time T2 or more, the control means sets the base opening at that time. The electronic throttle control device for an internal combustion engine according to claim 3, wherein the electronic control unit updates the throttle opening with the detected throttle opening. 5. An opener mechanism for regulating the throttle opening by an opener opening when a system abnormality occurs, wherein the control means detects the opener opening when setting the gain of the integral term or the addition amount. The electronic throttle control device for an internal combustion engine according to any one of claims 1 to 4, wherein the gain of the integral term or the addition amount is changed according to a magnitude relationship with the throttle opening.