JP2008008256A - Control device for negative pressure generator - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control device for a negative pressure generator capable of suppressing a sense of incongruity from from being imparted to a driver when an ejector is functionally stopped. <P>SOLUTION: In an ECU 40A controlling a negative pressure generator 100 composed of the ejector 30 generating negative pressure higher than negative pressure taken out of an intake manifold 14 and a VSV (Vacuum Switching Valve) 1 making the ejector 30 function or stop in function, a stop timing control means is provided which controls the VSV 1 to stop the function of the ejector 30 based on the state change of an accelerator pedal when the operation state of an internal combustion engine 50 is not in an idle state. Thereby, when the torque of the internal combustion engine 50 is changed according to the state change of the accelerator pedal, the function of the ejector 30 is stopped, and therefore the sense of incongruity is suppressed from being imparted to the driver. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a control device for a negative pressure generating device, and more particularly to a control device for a negative pressure generating device that controls a negative pressure generating device configured with an ejector.

  Conventionally, in a vehicle, a negative pressure larger than the negative pressure to be taken out from the intake passage of the intake system of the internal combustion engine communicating with each cylinder from the atmosphere (hereinafter also simply referred to as the intake system of the internal combustion engine) is supplied to the brake booster. An ejector is used to do this. The ejector is generally disposed in a bypass path that bypasses the throttle valve, and generates a larger negative pressure due to the venturi effect. As a technique using this ejector, for example, Patent Document 1 discloses a negative pressure source device for a negative pressure booster using an ejector.

Sho 62-214245

  By the way, when the ejector is functioning, the intake air flows through the bypass passage in addition to the intake passage. Therefore, conversely, when the function of the ejector is stopped, the intake air flow rate is reduced as compared with the case where the ejector is functioning. That is, the torque of the internal combustion engine is reduced by the amount that the intake flow rate is reduced. For this reason, when the function of the ejector is unexpectedly stopped during traveling of the vehicle, a shock is generated, which may cause the driver to feel uncomfortable.

  Accordingly, the present invention has been made in view of the above problems, and an object of the present invention is to provide a control device for a negative pressure generating device that can suppress the driver from feeling uncomfortable when the function of the ejector is stopped. And

  In order to solve the above-described problems, the present invention provides an ejector that generates a negative pressure larger than a negative pressure to be taken out from an intake passage of an intake system of an internal combustion engine, and a state changing unit that causes the ejector to function or stop functioning. A control device for a negative pressure generator for controlling a negative pressure generator configured to include the state change means for stopping the function of the ejector based on a condition for changing the torque of the internal combustion engine. A stop timing control means for controlling is provided. According to the present invention, the function of the ejector can be stopped when the torque of the internal combustion engine changes, and as a result, the driver is prevented from feeling uncomfortable compared to the case where the function of the ejector is stopped alone. Is possible.

  In the present invention, the condition for changing the torque of the internal combustion engine may be a change in state of acceleration request means for making an acceleration request to the internal combustion engine. Specifically, for example, as in the present invention, it is suitable as a condition for stopping the function of the ejector so that a change in state when the acceleration request means (for example, an accelerator pedal) is operated by the driver does not give the driver a sense of incongruity. It is. It should be noted that the state change of the acceleration requesting unit is preferably a state change when, for example, the acceleration requesting unit is operated to make an acceleration request from a state where the acceleration requesting unit is not operated, but is not limited thereto. The state change of the acceleration requesting unit may be, for example, a state change when the acceleration requesting unit is operated so as to make a greater degree of acceleration request from the state where the acceleration requesting unit is present, or a certain degree of acceleration from a certain state. It may be a state change when an operation is performed so as to make a request or not to make an acceleration request.

  According to the present invention, even if the condition for changing the torque of the internal combustion engine is a change in the shift range between a drive range and a non-drive range among the shift ranges of a transmission coupled to the internal combustion engine. Good. Here, when the transmission is shifted from the non-drive range to the drive range by the driver, the load acting on the internal combustion engine increases. At this time, the torque of the internal combustion engine is generally corrected and controlled to an appropriate degree so as to cope with the increased working load. For this reason, when the transmission is shifted by the driver between the driving range and the non-driving range, the torque of the internal combustion engine also changes. Further, such a change is considered to be perceived sensuously by the driver, and the change does not occur unexpectedly, but occurs due to the driver's own operation. Therefore, the present invention is suitable as a condition for stopping the function of the ejector so as not to give the driver a sense of incongruity.

  In the present invention, the condition for changing the torque of the internal combustion engine may be a condition for changing an operating state of an auxiliary machine driven by the internal combustion engine. Here, for example, when the air conditioner operates, the air conditioner compressor acts as a load on the internal combustion engine. At this time, the torque of the internal combustion engine is generally corrected and controlled to an appropriate degree so as to cope with the increased working load. Further, when the electrical load increases due to lighting of the headlights or operation of electronic equipment such as audio, it becomes necessary to increase the power generation amount of the generator so as to cope with the increased electrical load. At this time, the torque of the internal combustion engine is generally corrected and controlled to an appropriate degree so as to drive the generator so that the amount of power generation increases. That is, the conditions for changing the operating state of the auxiliary machines such as the air conditioner compressor and generator (such as ON / OFF of the air conditioner and ON / OFF of the headlight) are conditions for changing the torque of the internal combustion engine. In addition, the fact that the torque of the internal combustion engine changes when the air conditioner is turned on and off, especially when the headlight is turned on and off, which increases the electrical load, is considered to be perceived by the driver. The invention is suitable as a condition for stopping the function of the ejector so as not to give the driver a sense of incongruity.

  In the present invention, the condition for changing the torque of the internal combustion engine may be a change in a control amount for controlling the intake flow rate adjusting means disposed in the intake passage of the internal combustion engine. More specifically, for example, the ejector can be deactivated when the control amount changes as in the present invention.

  In the present invention, the condition for changing the torque of the internal combustion engine may be a change in the state of the intake flow rate adjusting means disposed in the intake passage of the internal combustion engine. More specifically, for example, as in the present invention, it is possible to stop the function of the ejector when the state of the intake flow rate adjusting means changes.

  The conditions for changing the torque of the internal combustion engine are not limited to these, and may be other appropriate conditions. For example, in a vehicle equipped with a supercharger that supercharges an internal combustion engine, a change in supercharging pressure can be used as a condition, or combustion is performed by switching the combustion mode between lean combustion and homogeneous combustion. In the internal combustion engine that performs the above, it is also possible to make a change in the combustion mode as a condition. Further, when the transmission provided in the vehicle is AT (Automatic Transmission), the condition under which the AT automatically shifts in the drive range can be set as the condition for changing the torque of the internal combustion engine. The present invention has been made in consideration of how the ejector can be stopped early without causing the driver to feel uncomfortable as much as possible when the ejector is no longer required to function. Depending on the timing when it is no longer necessary to function, these conditions are also effective.

  ADVANTAGE OF THE INVENTION According to this invention, the control apparatus of the negative pressure generator which can suppress giving an uncomfortable feeling to a driver | operator when the function of an ejector is stopped can be provided.

  Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the drawings.

  FIG. 1 is a diagram schematically showing a control device for a negative pressure generating device according to the present embodiment, which is realized by an ECU (Electronic Control Unit) 40A, together with the negative pressure generating device 100. The components shown in FIG. 1 including the internal combustion engine 50 are mounted on a vehicle (not shown). The intake system 10 of the internal combustion engine 50 includes an air cleaner 11, an air flow meter 12, an electric throttle 13, an intake manifold 14, an intake port (not shown) communicating with each cylinder (not shown) of the internal combustion engine 50, and the configuration thereof. For example, intake pipes 15a, 15b and the like are appropriately disposed between the two. The air cleaner 11 is configured to filter the intake air supplied to each cylinder of the internal combustion engine 50, and communicates with the atmosphere via an air duct (not shown). The air flow meter 12 is configured to measure the intake flow rate and outputs a signal corresponding to the intake flow rate.

  The electric throttle 13 includes a throttle valve 13a, a throttle body 13b, a valve shaft 13c, and an electric motor 13d. The throttle valve 13a is configured to adjust the total intake flow rate supplied to each cylinder of the internal combustion engine 50 by changing the opening. The electric throttle 13 is also configured to adjust the intake flow rate in order to control the idling speed, and in this embodiment, the electric throttle 13 realizes the intake flow rate adjusting means. The throttle body 13b is composed of a cylindrical member in which an intake passage is formed, and pivotally supports a valve shaft 13c of a throttle valve 13a disposed in the intake passage. The electric motor 13d is configured to change the opening degree of the throttle valve 13a under the control of the ECU 40A, and a step motor is adopted as the electric motor 13d. The electric motor 13d is fixed to the throttle body 13b, and its output shaft (not shown) is connected to the valve shaft 13c. The opening degree of the throttle valve 13a is detected by the ECU 40A based on an output signal from an encoder (not shown) incorporated in the electric throttle 13 (hereinafter simply referred to as an encoder).

  The throttle mechanism is preferably a throttle-by-wire system in which a throttle valve 13a such as an electric throttle 13 is driven by an actuator. However, the present invention is not limited to this. For example, a mechanical throttle mechanism in which the opening of the throttle valve 13a is changed in conjunction with an accelerator pedal (not shown) via a wire or the like instead of the electric throttle 13 may be applied. Good. The accelerator pedal is configured to make an acceleration request to the internal combustion engine 50. In this embodiment, the accelerator pedal realizes the acceleration request means. The intake manifold 14 is configured to branch one intake passage on the upstream side corresponding to each cylinder of the internal combustion engine 50 on the downstream side, and distributes intake air to each cylinder of the internal combustion engine 50.

  The brake device 20 includes a brake pedal 21, a brake booster 22, a master cylinder 23, and a wheel cylinder (not shown). The brake pedal 21 operated by the driver to brake the rotation of the wheel is connected to an input rod (not shown) of the brake booster 22. The brake booster 22 is configured to generate an assist force with a predetermined boost ratio with respect to the pedal depression force, and a negative pressure chamber (not shown) internally partitioned on the master resin 23 side To the intake passage of the intake manifold 14. The output rod (not shown) of the brake booster 22 is further connected to the input shaft (not shown) of the master cylinder 23. The master cylinder 23 receives the assist force in addition to the pedal depression force. Hydraulic pressure is generated according to the applied force. The master cylinder 23 is connected to each wheel cylinder provided in a disc brake mechanism (not shown) of each wheel via a hydraulic circuit, and the wheel cylinder generates a braking force with the hydraulic pressure supplied from the master cylinder 23. . The brake booster 22 is not particularly limited as long as it is a pneumatic type, and may be a general one.

  The ejector 30 is configured to generate a negative pressure larger than the negative pressure to be taken out from the intake system 10, more specifically, the intake manifold 14, and supply it to the negative pressure chamber of the brake booster 22. The ejector 30 has an inflow port 31a, an outflow port 31b, and a negative pressure supply port 31c. Among these, the negative pressure supply port 31c is connected to the negative pressure chamber of the brake booster 22 by the air hose 5c. The inflow port 31a is connected to the intake passage of the intake pipe 15a by an air hose 5a, and the outflow port 31b is connected to the intake passage of the intake manifold 14 by an air hose 5b so as to sandwich the electric throttle 13, more specifically, the throttle valve 13a. ing. Thus, a bypass path B that bypasses the electric throttle 13 is formed by the air hoses 5 a and 5 b including the ejector 30. When the ejector 30 is not functioning, the negative pressure chamber of the brake booster 22 is connected to the intake manifold 14 via the air hose 5b, the outlet port 31b of the ejector 30, the negative pressure supply port 31c, and the air hose 5c. Negative pressure is supplied.

  A VSV (vacuum switching valve) 1 is interposed in the air hose 5a. The VSV 1 is configured to communicate and block the bypass path B under the control of the ECU 40A. In the present embodiment, a 2-position 2-port normally closed solenoid valve is employed. However, the present invention is not limited to this, and the VSV 1 may be another appropriate electromagnetic valve or the like, and may be, for example, a flow rate adjustment valve that can control the degree of shielding of the flow path. The VSV 1 is configured to cause the ejector 30 to function or stop functioning by communicating and blocking the bypass path B. In the present embodiment, the state changing means is realized by VSV1.

  FIG. 2 is a diagram schematically showing the internal configuration of the ejector 30. The ejector 30 includes a diffuser 32 inside. The diffuser 32 includes a tapered taper portion 32a, a divergent taper portion 32b, and a negative pressure extraction portion 32c corresponding to a passage communicating these. The tapered taper portion 32a is opened so as to face the inflow port 31a, and the divergent taper portion 32b is opened so as to face the outflow port 31b. Moreover, the negative pressure extraction part 32c is connected to the negative pressure supply port 31c. The inflow port 31a is provided with a nozzle 33 for injecting the inflowing intake air toward the tapered portion 32a. The intake air injected from the nozzle 33 flows through the diffuser 32, and further from the outflow port 31b to the air hose 5b. To leak. At this time, a high-speed jet is generated in the diffuser 32 to generate a large negative pressure in the negative pressure extraction portion 32c due to the venturi effect, and this negative pressure is further reduced from the negative pressure supply port 31c through the air hose 5c to the negative pressure chamber. To be supplied. Due to the function of the ejector 30, the brake booster 22 can obtain a larger negative pressure than when the brake booster 22 is taken out from the intake manifold 14. The internal flow path between the negative pressure extraction part 32c and the negative pressure supply port 31c, the internal flow path between the outflow port 31b and the negative pressure supply port 31c, and the air hose 5c connection part of the brake booster 22 The provided reverse support valves 34 are for preventing backflow. Further, the ejector 30 is not limited to the one having the internal structure shown in FIG. 2, and an ejector having another different internal structure may be applied instead of the ejector 30.

  The internal combustion engine 50 is provided with an air conditioner compressor 55. The air conditioner compressor 55 has a drive shaft pulley connected to an output shaft pulley of the internal combustion engine 50 via a belt. In addition to an air conditioner compressor 55 as an auxiliary machine, pulleys such as a power steering pump and a generator (not shown) are connected to the pulley of the output shaft of the internal combustion engine 50 via a belt. The drive shaft of the air conditioner compressor 55 is provided with an electromagnetic clutch (not shown). The electromagnetic clutch is intermittently controlled under the control of the ECU 40A in accordance with ON / OFF of the air conditioner SW61, whereby the air conditioner compressor 55 is driven and stopped. The electromagnetic clutch is automatically controlled intermittently not only by the operation of the air conditioner SW61 but also by the air conditioning control performed by the ECU 40A.

  The internal combustion engine 50 is coupled to a transmission (not shown). In this embodiment, the transmission is AT, but is not limited to this, and may be CVT (Continuously Variable Transmission), for example. In the present embodiment, the vehicle includes a transmission ECU (not shown). A range SW 62 for detecting a shift range selected by a shift lever (not shown) is connected to the transmission ECU. When the driver operates the shift lever, the transmission ECU controls the transmission according to the driver's lever operation.

  The ECU 40A includes a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), an input / output circuit, and the like (not shown). The ECU 40A mainly has a configuration for controlling the internal combustion engine 50. In this embodiment, the ECU 40A also controls the electric throttle 13 and the VSV1. In addition to the electric throttle 13 and VSV1, various control objects are connected to the ECU 40A via a drive circuit (not shown). The ECU 40A includes an encoder, an accelerator sensor (not shown) for detecting the state of the accelerator pedal, a crank angle sensor (not shown) for detecting the rotational speed Ne of the internal combustion engine 50, and an air conditioner SW61 and a range SW62. Sensors are connected. The range SW 62 may be connected to the ECU 40A via the transmission ECU.

  The ROM is configured to store a program in which various processes executed by the CPU are described. In the present embodiment, the function of the ejector 30 is set under various conditions in addition to the program for controlling the internal combustion engine 50, or A VSV1 control program for controlling the VSV1 so as to stop the function (hereinafter simply referred to as opening or closing the VSV1), an electric throttle 13 control program for controlling the electric throttle 13, and the like are also stored. . However, these programs may be combined together. In this embodiment, the VSV1 control program further includes a stop timing control program for controlling the VSV1 so as to stop the function of the ejector 30 based on the condition that the torque of the internal combustion engine 50 changes. Yes. Further, the stop timing control program is a program for controlling the VSV 1 so as to stop the function of the ejector 30 based on a change in the state of the accelerator pedal as a condition for changing the torque of the internal combustion engine 50. In this embodiment, various control means, detection means, determination means, and the like are realized by the CPU, ROM, RAM (hereinafter also referred to as CPU, etc.) and the above-described various programs. The program implements stop timing control means. In the present embodiment, the negative pressure generator 100 is realized by the VSV 1 and the ejector 30.

  Next, processing performed by the ECU 40A to control the VSV 1 so as to stop the function of the ejector 30 will be described in detail with reference to the flowchart shown in FIG. The ECU 40A controls the negative pressure generating device 100 by repeatedly executing the processing shown in the flowchart in a very short time based on the above-described VSV1 control program stored in the ROM. The CPU executes a process for determining whether or not the operating condition of the ejector 30 is not satisfied (step 11). In this step, it is determined whether or not the ejector 30 needs to function. If the determination in step 11 is negative, the ejector 30 needs to function, so the CPU executes processing for opening VSV 1 (step 15). Note that this step may be skipped when the ejector 30 is already functioning. On the other hand, if the determination in step 11 is affirmative, the CPU executes processing for determining whether or not the ejector 30 is operating (step 12). Whether or not the ejector 30 is in operation can be determined based on, for example, an output signal from a limit switch or the like that can detect the operating state of the VSV 1.

  If the determination in step 12 is negative, the ejector 30 has already stopped functioning, so the CPU executes the process shown in step 14. On the other hand, if an affirmative determination is made in step 12, the CPU executes a process of determining whether or not the operating state of the internal combustion engine 50 is no longer in an idle state (step 13a). Whether or not the operating state of the internal combustion engine 50 is no longer in the idle state can be determined based on the output signal of the accelerator sensor. That is, in this step, in other words, it is determined whether or not the accelerator pedal state change has occurred such that the operating state of the internal combustion engine 50 is not in the idle state among the accelerator pedal state changes. If a negative determination is made in step 13a, the CPU executes the process shown in step 15. Thus, until the affirmative determination is made in step 13a, the processes shown in steps 11, 12, 13a and 15 are repeatedly executed in the subsequent routine, and the execution of the process for stopping the function of the ejector 30 is performed. Waiting for timing. And if it is affirmation determination by step 13a, CPU will perform the process for closing VSV1 (step 14). Thereby, when the torque of the internal combustion engine 50 changes according to the change in the state of the accelerator pedal, the function of the ejector 30 is stopped, so that it is possible to prevent the driver from feeling uncomfortable. As described above, it is possible to realize the ECU 40A that can suppress the driver from feeling uncomfortable when the function of the ejector 30 is stopped.

  The ECU 40B according to the present embodiment is based on the change in the shift range between the drive range and the non-drive range among the shift ranges of the transmission instead of the stop timing control program based on the change in the state of the accelerator pedal. The ECU 40A is the same as the ECU 40A except that it is a program for controlling the VSV 1 so as to stop the function of the ejector 30. Moreover, each structure with which a vehicle is provided is the same as each structure shown in Example 1 except ECU40A. In this embodiment, the stop timing control means is realized by the CPU and the stop timing control program.

  Next, a process performed by the ECU 40B to control the VSV 1 so as to stop the function of the ejector 30 will be described in detail with reference to a flowchart shown in FIG. The flowchart shown in FIG. 4 is the same as the flowchart shown in FIG. 3 except that step 13a is changed to step 13b. Therefore, in this embodiment, step 13b will be described in detail. If the determination in steps 11 and 12 is affirmative, has the CPU changed the transmission range of the transmission between a drive range (hereinafter also simply referred to as D range) and a neutral range (hereinafter also simply referred to as N range)? The process which determines whether or not is executed (step 13b). Whether or not the shift range is switched between the D range and the N range can be determined based on the output signal of the range SW. In this step, it is determined whether or not there is a change in the shift range between the drive range and the non-drive range. The D range is a drive range, and the N range is a non-drive range.

  If a negative determination is made in step 13b, the CPU repeatedly executes the processes shown in steps 11, 12, 13b, and 15 until a positive determination is made in step 13b. As a result, the execution of the process for stopping the function of the ejector 30 is in a timing waiting state. And if it is affirmation determination by step 13b, CPU will perform the process shown in step 14. FIG. As a result, when the torque of the internal combustion engine 50 changes according to the change of the shift range between the driving range and the non-driving range, the ejector 30 stops functioning, which gives the driver a feeling of strangeness. Can be suppressed. As described above, it is possible to realize the ECU 40B that can suppress the driver from feeling uncomfortable when the function of the ejector 30 is stopped.

  The ECU 40C according to the present embodiment is configured so that the stop timing control program is based on the change in the operating state of the air conditioner compressor 55 as an auxiliary machine driven by the internal combustion engine 50, instead of on the change in the accelerator pedal state. The ECU 40A is the same as the ECU 40A except that it is a program for controlling the VSV 1 so as to stop its function. Moreover, each structure with which a vehicle is provided is the same as each structure shown in Example 1 except ECU40A. In this embodiment, the stop timing control means is realized by the CPU and the stop timing control program.

  Next, a process performed by the ECU 40C for controlling the VSV 1 so as to stop the function of the ejector 30 will be described in detail with reference to a flowchart shown in FIG. The flowchart shown in FIG. 5 is the same as the flowchart shown in FIG. 3 except that step 13a is changed to step 13c. For this reason, in this embodiment, step 13c will be described in detail. If the determination in steps 11 and 12 is affirmative, the CPU executes processing for determining whether or not the operating state of the air conditioner, more specifically, the air conditioner compressor 55 has been switched between ON and OFF (step). 13c). Whether or not the operating state of the air conditioner compressor 55 has been switched between ON and OFF can be determined based on, for example, an output signal of the air conditioner SW61. However, the present invention is not limited to this. For example, it is determined whether the operating state of the air conditioner compressor 55 has been switched between ON and OFF based on the condition that the electromagnetic clutch of the air conditioner compressor 55 is automatically controlled intermittently. May be. Note that the condition that the electromagnetic clutch is automatically controlled intermittently is, for example, whether or not the temperature in the passenger compartment has reached the set temperature of the air conditioner, but the condition may be appropriate. . The temperature in the passenger compartment can be detected based on an output signal from a temperature sensor, for example.

  If a negative determination is made in step 13c, the CPU repeatedly executes the processes shown in steps 11, 12, 13c, and 15 until a positive determination is made in step 13c. As a result, the execution of the process for stopping the function of the ejector 30 is in a timing waiting state. And if it is affirmation determination by step 13c, CPU will perform the process shown in step 14. FIG. Thereby, when the torque of the internal combustion engine 50 changes according to the change in the operating state of the air conditioner compressor 55, the function of the ejector 30 is stopped, so that the driver can be prevented from feeling uncomfortable.

  Instead of determining whether or not the operating state of the air conditioner compressor 55 has been switched between ON and OFF in step 13c, for example, whether or not the vehicle headlight has been switched between ON and OFF. You may judge. In this case, a program for controlling the VSV 1 to stop the function of the ejector 30 based on a change in the operating state of the headlight may be stored in the ROM as the stop timing control program. Whether or not the operating state of the headlight has changed can be determined based on, for example, an output signal of a headlight SW (not shown). However, the present invention is not limited to this, and in determining whether the operating state of the vehicle headlight has changed, it is determined whether the conditions for automatically turning on (or turning off) the headlight are satisfied. Also good. The condition for automatically turning on the headlight is specifically, for example, whether or not the brightness around the vehicle is insufficient, but the condition may be appropriate. Further, the brightness around the vehicle can be determined based on an output signal from a light-sensitive sensor, for example. As described above, it is possible to realize the ECU 40C that can suppress the driver from feeling uncomfortable when the function of the ejector 30 is stopped.

  The ECU 40D according to the present embodiment sets the VSV 1 so that the stop timing control program stops the function of the ejector 30 based on the change in the control amount for controlling the electric throttle 13, instead of based on the change in the state of the accelerator pedal. The ECU 40A is the same as the ECU 40A except that it is a program for controlling. Moreover, each structure with which a vehicle is provided is the same as each structure shown in Example 1 except ECU40A. In this embodiment, the stop timing control means is realized by the CPU and the stop timing control program.

  Next, a process performed by the ECU 40D to control the VSV 1 so as to stop the function of the ejector 30 will be described in detail with reference to a flowchart shown in FIG. The flowchart shown in FIG. 5 is the same as the flowchart shown in FIG. 3 except that step 13a is changed to step 13d. Therefore, in this embodiment, step 13d will be particularly described in detail. If the determination is affirmative in steps 11 and 12, the CPU executes a process of determining whether or not the control amount has changed (step 13d). If a negative determination is made in step 13d, the CPU repeatedly executes the processes shown in steps 11, 12, 13d, and 15 until a positive determination is made in step 13d. As a result, the execution of the process for stopping the function of the ejector 30 is in a timing waiting state. If the determination in step 13d is affirmative, the CPU executes the process shown in step 14. Thereby, when the torque of the internal combustion engine 50 changes according to the change of the control amount, the function of the ejector 30 is stopped, so that it is possible to suppress the driver from feeling uncomfortable.

  Note that the control amount is not limited to the total control amount for controlling the electric throttle 13, and may be various control amounts constituting the total control amount. Specifically, for example, a control amount that changes according to the amount of depression of the accelerator pedal or a correction control amount that increases or decreases according to the load acting on the internal combustion engine 50 can be applied as the control amount used for the determination in step 13d. . Further, in determining the change in the control amount, in addition to step 13d or instead of step 13d, for example, it may be determined whether or not the change in the control amount is a predetermined amount or more. As described above, it is possible to realize the ECU 40D capable of suppressing the driver from feeling uncomfortable when the function of the ejector 30 is stopped.

  The ECU 40E according to the present embodiment is a program for controlling the VSV 1 so that the stop timing control program stops the function of the ejector 30 based on the change in the opening of the throttle valve 13a instead of based on the change in the state of the accelerator pedal. Except that, it is the same as the ECU 40A. Moreover, each structure with which a vehicle is provided is the same as each structure shown in Example 1 except ECU40A. In this embodiment, the stop timing control means is realized by the CPU and the stop timing control program.

  Next, a process performed by the ECU 40E to control the VSV 1 so as to stop the function of the ejector 30 will be described in detail with reference to a flowchart shown in FIG. The flowchart shown in FIG. 6 is the same as the flowchart shown in FIG. 3 except that step 13a is changed to step 13e. Therefore, in this embodiment, step 13e will be described in detail. If the determination in steps 11 and 12 is affirmative, the CPU executes processing for determining whether or not the opening of the throttle valve 13a has changed (step 13e). If a negative determination is made in step 13e, the CPU repeatedly executes the processes shown in steps 11, 12, 13e, and 15 until a positive determination is made in step 13e. As a result, the execution of the process for stopping the function of the ejector 30 is in a timing waiting state. And if it is affirmation determination by step 13e, CPU will perform the process shown in step 14. FIG. Thereby, when the torque of the internal combustion engine 50 changes according to the change in the opening degree of the throttle valve 13a, the function of the ejector 30 is stopped, so that the driver can be prevented from feeling uncomfortable. In addition, in determining the opening change of the throttle valve 13a, in addition to step 13e, or instead of step 13e, for example, it may be determined whether or not the opening change is a predetermined amount or more. As described above, it is possible to realize the ECU 40E capable of suppressing the driver from feeling uncomfortable when the function of the ejector 30 is stopped.

  The embodiment described above is a preferred embodiment of the present invention. However, the present invention is not limited to this, and various modifications can be made without departing from the scope of the present invention.

2 is a diagram schematically showing an ECU 40 together with a negative pressure generator 100. FIG. 3 is a diagram schematically showing an internal configuration of an ejector 30. FIG. It is a figure which shows the process performed by ECU40A with a flowchart. It is a figure which shows the process performed by ECU40B with a flowchart. It is a figure which shows the process performed by ECU40C with a flowchart. It is a figure which shows the process performed by ECU40D with a flowchart. It is a figure which shows the process performed by ECU40E with a flowchart.

Explanation of symbols

1 VSV
10 Intake System 13 Electric Throttle 20 Brake Device 22 Brake Booster 30 Ejector 40 ECU
50 Internal combustion engine 55 Air conditioner compressor 61 Air conditioner SW
62 Range SW
100 Negative pressure generator

Claims (6)

A negative pressure generator comprising: an ejector that generates a negative pressure larger than a negative pressure to be taken out from an intake passage of an intake system of an internal combustion engine; and a state changing unit that causes the ejector to function or stop functioning. A control device for a negative pressure generator to control,
A control device for a negative pressure generating device, comprising: a stop timing control means for controlling the state changing means so as to stop the function of the ejector based on a condition for changing the torque of the internal combustion engine. 2. The control device for a negative pressure generating device according to claim 1, wherein the condition for changing the torque of the internal combustion engine is a change in state of acceleration request means for making an acceleration request to the internal combustion engine. The condition for changing the torque of the internal combustion engine is a change of a shift range between a drive range and a non-drive range among shift ranges of a transmission coupled to the internal combustion engine. The control apparatus of the negative pressure generator of 1. 2. The control apparatus for a negative pressure generator according to claim 1, wherein the condition for changing the torque of the internal combustion engine is a condition for changing an operating state of an auxiliary machine driven by the internal combustion engine. 2. The negative pressure generation according to claim 1, wherein the condition for changing the torque of the internal combustion engine is a change in a control amount for controlling an intake flow rate adjusting means disposed in an intake passage of the internal combustion engine. Control device for the device. 2. The control apparatus for a negative pressure generating device according to claim 1, wherein the condition for changing the torque of the internal combustion engine is a change in a state of an intake flow rate adjusting means disposed in an intake passage of the internal combustion engine.

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