JP2009115006A - Control system for internal combustion engine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a control system for an internal combustion engine accurately and quickly determining a full close reference value and a full open reference value of a throttle opening sensor corresponding to a full close position and a full open position of a throttle valve. <P>SOLUTION: This control system is provided with the throttle opening sensor generating output indicating opening of the throttle valve. Output TPSAD of the throttle opening sensor when the throttle valve is driven to the full close position by an electric motor is determined as the full close reference value (S22). A value provided by adding first predetermined value (offset value) to the determined full close reference value is determined as the full open reference value (S24). Operation of the electric motor is controlled so that the opening of the throttle valve becomes a target value determined within a range defined by the determined full close reference value and the full open reference value. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an internal combustion engine control apparatus, and more specifically, an internal combustion engine control apparatus that controls the operation of an actuator that drives a throttle valve disposed in an intake pipe of an internal combustion engine mounted on a vehicle such as a motorcycle. About.

  In recent years, a DBW (Drive By Wire) type internal combustion engine control device is known in which a mechanical connection between a throttle valve and an accelerator is cut off and the throttle valve is driven by an actuator. Such an apparatus generally includes a throttle opening sensor that generates an output indicating the opening of the throttle valve, and is configured to drive the throttle valve based on the output. However, due to variations in the position at which the throttle opening sensor is attached and variations in the output specific to the sensor circuit, the output indicating the fully closed position and fully opened position in the throttle opening sensor, the actual throttle valve fully closed position and fully open position, etc. There may be differences between the locations.

In that case, for example, when the throttle valve is driven to the fully closed position, even if the actual throttle valve reaches the fully closed position and comes into contact with the fully closed end, the throttle opening sensor outputs the fully closed position. If this does not occur, the actuator further drives the throttle valve in the closing direction, thereby increasing the load current of the actuator and causing problems such as wasted power consumption in the battery. Therefore, it is necessary to accurately grasp the reference values (full close reference value and full open reference value) of the throttle opening sensor output corresponding to the actual fully closed position and fully open position of the throttle valve. Therefore, a technique has been proposed in which the throttle valve is forcibly driven to the fully closed position and the fully open position, and the fully closed reference value and the fully open reference value are determined based on the output of the throttle opening sensor at that time. (For example, refer to Patent Document 1).
JP-A-10-169470

  However, when the throttle valve is forcibly driven to the fully closed position and the fully open position to determine the fully closed reference value and the fully open reference value as in the technique described in Patent Document 1, each reference value is determined. There is a disadvantage that the time required increases by the time for driving the throttle valve.

  Accordingly, the object of the present invention is to solve the above-described problems, and to determine accurately and quickly the fully closed reference value and fully open reference value of the throttle opening sensor corresponding to the fully closed position and fully opened position of the throttle valve. An object of the present invention is to provide a control device for an internal combustion engine.

  In order to solve the above-mentioned object, according to a first aspect of the present invention, there is provided a control device for an internal combustion engine that controls the operation of an actuator that drives a throttle valve disposed in an intake pipe of the internal combustion engine. A throttle opening sensor that generates an output indicating the output of the throttle opening sensor, and when the throttle valve is driven to the fully closed position by the actuator, the output of the throttle opening sensor is determined as a fully closed reference value and the determined fully closed position Throttle opening reference value determining means for determining a value obtained by adding a predetermined value to the reference value as a fully opened reference value, and the opening of the throttle valve is defined by the determined fully closed reference value and the fully opened reference value. And an actuator control means for controlling the operation of the actuator so that the target value is determined within a range. It was.

  The control apparatus for an internal combustion engine according to claim 1, further comprising a throttle opening sensor for generating an output indicating an opening of the throttle valve, wherein the throttle opening when the throttle valve is driven to a fully closed position by an actuator. The sensor output is determined as the fully closed reference value, and the value obtained by adding a predetermined value to the determined fully closed reference value is determined as the fully open reference value, that is, only the throttle valve is driven to the fully closed position. Since it is configured to determine both the fully closed reference value and the fully open reference value of the throttle opening sensor, each reference value can be accurately determined, and the throttle valve is not driven to the fully open position as in the prior art. Can be quickly determined by minutes. Thereby, for example, when the fully closed reference value and the fully opened reference value are determined when the internal combustion engine is started, the startability of the internal combustion engine can be improved. In addition, since the throttle valve opening is configured to control the operation of the actuator so as to be a target value determined within the range defined by the determined fully closed reference value and fully opened reference value, for example, When the actual throttle valve reaches the fully closed position and is in contact with the fully closed end, the actuator does not drive the throttle valve further in the closing direction, so that the load current of the actuator is increased and the battery is wasted. There are no problems such as power consumption.

  The best mode of a control apparatus for an internal combustion engine according to the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram showing the overall control apparatus for an internal combustion engine according to the first embodiment of the present invention.

  In FIG. 1, reference numeral 10 denotes a saddle-ride type vehicle, specifically a motorcycle. The motorcycle 10 is equipped with an internal combustion engine (hereinafter referred to as “engine”) 12 and a handlebar 14 attached above a telescopic fork (not shown) of the front wheel. The engine 12 is a four-cycle single-cylinder water-cooled type, and is composed of a gasoline engine whose displacement is about 250 cc, for example.

  On the right side of the handlebar 14 (as viewed from the driver), an accelerator 16, more precisely an accelerator 16 comprising a throttle grip, is provided for the driver's operation, and the front wheel brake lever 20 is also provided for the driver's operation. . The front wheel brake lever 20 is mechanically connected to a front wheel brake (both not shown) via a hydraulic cylinder, and when operated (gripped) by a driver, the front wheel brake is operated to brake the front wheel. Note that a grip and a clutch lever that can be gripped by the driver are provided on the left side of the handle bar 14, but they are not directly related to the subject matter of the present application, and thus illustration and description thereof are omitted.

  A throttle valve 24 is disposed in the intake pipe 22 (partially shown in FIG. 1) of the engine 12 to adjust the amount of air flowing through the intake pipe 22. A default spring or the like (not shown) is attached to the throttle valve 24. When the throttle valve 24 is not driven by an electric motor, which will be described later (for example, when the electric motor is in a non-energized state), the default opening (initial opening degree, full opening degree). The throttle valve 24 is energized so that the angle becomes approximately 3 degrees when the angle is approximately 90 degrees.

  An injector (not shown) is disposed downstream of the throttle valve 24 in the intake pipe 22, and gasoline fuel is injected into the intake air adjusted by the throttle valve 24. The injected fuel mixes with intake air to form an air-fuel mixture, and the air-fuel mixture flows into the combustion chamber 30 when the intake valve 26 opens.

  The air-fuel mixture flowing into the combustion chamber 30 is ignited and burned by spark discharge from the spark plug 32 with a high voltage supplied from an ignition coil (not shown), and the piston 34 is driven downward in FIG. Let When the exhaust valve 40 is opened, the exhaust gas generated by the combustion is discharged to the outside of the engine 12 through an exhaust pipe or a catalyst device (none of which is shown) that removes harmful components in the exhaust gas.

  As shown in FIG. 1, the throttle valve 24 is mechanically disconnected from the accelerator (throttle grip) 16. That is, the throttle valve 24 is connected to an electric motor (actuator) 44 through the reduction gear mechanism 42 and is driven (opened / closed) by the operation of the electric motor 44. Specifically, the electric motor 44 includes a three-phase brushless DC motor including a rotor (rotor) and a stator (stator). In this way, the throttle valve 24 is a DBW system driven by the electric motor 44.

  The electric motor 44 is provided with a hall sensor (hereinafter also referred to as “rotor position sensor”) 50 having a hall element attached in the vicinity of the rotor, and outputs a signal corresponding to the position of the rotor of the electric motor 44. To do. Further, a throttle opening sensor 52 comprising a variable resistance potentiometer is provided in the vicinity of the throttle valve 24, and an output indicating the opening of the throttle valve 24, specifically, between about 0 degrees and about 90 degrees. Output TPSAD [V] indicating the actual opening (hereinafter referred to as “actual throttle opening”). The throttle opening sensor 52 is configured so that its output TPSAD increases as the opening of the throttle valve 24 increases.

  Similarly, an accelerator opening sensor 54 comprising a variable resistance potentiometer is provided in the vicinity of the accelerator 16, and an output APSAD [V] corresponding to the opening of the accelerator 16 (specifically, the rotation amount of the throttle grip) is provided. Arise. Note that the opening of the accelerator 16 is set so that the initial position corresponds to the throttle opening of about 0 degrees, and the maximum rotation corresponds to the throttle opening of about 90 degrees. Further, the accelerator opening sensor 54 outputs a voltage of a predetermined amount (for example, 0.7 [V]) when the accelerator 16 is in the initial position, that is, when the accelerator 16 is not operated, and the accelerator 16 rotates. The output APSAD is configured to increase as the amount increases.

  An intake pressure sensor (absolute pressure sensor) 56 is provided at an appropriate position of the intake pipe 22 to generate an output indicating the absolute pressure in the intake pipe (engine load). Further, a water temperature sensor 60 is attached to a cooling water passage (not shown) of the cylinder block of the engine 12 to generate an output corresponding to the temperature of the cooling water of the engine. A crank angle sensor 62 is attached in the vicinity of the crankshaft 36 of the engine 12 and outputs a pulse signal at every predetermined crank angle.

  The motorcycle 10 further includes an engine controller 64 that controls fuel injection of the engine 12 and the like, and a throttle valve controller 66 that controls the operation of the throttle valve 24 (more precisely, the electric motor 44). These controllers 64 and 66 are connected to a battery 72 via an ignition switch 70 and supplied with operating power.

  The engine controller 64 is electrically connected to the accelerator opening sensor 54 and the like, and detects a sensor output, and controls the operation of the injector based on the sensor output detected by the detection circuit. A microprocessor (hereinafter referred to as “MPU”) 64 a that outputs signals and the like is provided.

  More specifically, as shown in FIG. 1, the MPU 64a receives the output APSAD of the accelerator opening sensor 54 via the accelerator opening sensor output detection circuit 64b for A / D conversion, and an A / D conversion value. Is converted into a value corresponding to a value from about 0 degree to about 90 degrees in the throttle opening, that is, an accelerator opening APS (accelerator opening APS is calculated (detected)) according to appropriate characteristics.

  The output TPSAD of the throttle opening sensor 52 is input to the MPU 64a via the throttle opening sensor output detection circuit 64c and A / D conversion is performed, and the A / D conversion value is 0 of the throttle valve 24 according to appropriate characteristics. A value between about 90 degrees and about 90 degrees, that is, an actual throttle opening TPS is converted (the actual throttle opening TPS is calculated (detected)).

  Further, the output of the intake pressure sensor 56 is input to the MPU 64a via the intake pressure sensor output detection circuit 64d, and the output of the water temperature sensor 60 is input via the water temperature sensor output detection circuit 64e, respectively, for A / D conversion. Then, it is converted (calculated) into intake pressure PBA and water temperature (engine temperature) TW. Further, the output of the crank angle sensor 62 is input to the MPU 64a via the crank angle sensor output detection circuit 64f, and the output is counted to calculate the engine speed NE.

  When the ignition switch 70 is turned on by the driver, the battery 72 described above is connected to the battery voltage detection circuit 64h via a power supply circuit 64g that supplies operating power to the MPU 64a. The output of the battery voltage detection circuit 64h is also input to the MPU 64a. The MPU 64a determines whether or not the battery 72 can drive the electric motor 44 based on the output of the battery voltage detection circuit 64h or the like (for example, whether or not the voltage of the battery 72 is equal to or higher than a predetermined voltage). When it is determined that 44 can be driven, a permission signal is output.

  On the other hand, the throttle valve controller 66 includes an MPU 66 a that outputs a signal for controlling the operation of the electric motor 44 based on the output of the rotor position sensor 50 and the like. As shown in the figure, the MPU 66a is connected to the MPU 64a of the engine controller 64 so that they can communicate with each other via CAN (Controller Area Network) communication. Specifically, the output APSAD and throttle opening of the accelerator opening sensor 54 are connected. Signals corresponding to the output TPSAD of the sensor 52, the calculated accelerator opening APS, the actual throttle opening TPS, and the like are connected so that communication is possible.

  The MPU 66a receives the output of the rotor position sensor 50 (specifically, U, V, W phase Hall sensor output) via the rotor position sensor output detection circuit 66b. The MPU 66a is a signal for controlling the operation of the electric motor 44 based on the output of the rotor position sensor output detection circuit 66b and the accelerator opening APS transmitted from the MPU 64a (specifically, U, V, W phase outputs). Is output to the motor drive circuit 66c. More specifically, the MPU 66a determines (calculates) the target throttle opening (target value) of the throttle valve 24 based on the operating state such as the accelerator opening APS so that the actual throttle opening TPS becomes the target throttle opening. In addition, a signal for controlling the operation of the electric motor 44 is output.

  When the ignition switch 70 is turned on, the throttle valve controller 66 supplies a power circuit 66d that supplies operating power from the battery 72 to the MPU 66a and the electric motor 44, and a battery that is connected to the power circuit 66d and detects the voltage of the battery 72. A voltage detection circuit 66e is provided. The output of the battery voltage detection circuit 66e is input to the MPU 66a, and the MPU 66a determines whether or not the battery 72 can drive the electric motor 44 based on the output or the like (for example, whether the voltage of the battery 72 is equal to or higher than a predetermined voltage). If it is determined that the electric motor 44 can be driven, a permission signal is output.

  Both the permission signal output from the MPU 66a and the permission signal output from the MPU 64a are sent to the AND circuit 66f. The AND circuit 66f outputs a Hi level signal when two permission signals are input, in other words, when it is determined that the battery 72 can drive the electric motor 44 in each of the MPUs 64a and 66a. The relay 66g is closed, and the motor drive voltage from the power supply circuit 66d is supplied to the motor drive circuit 66c.

  When the motor drive voltage from the power supply circuit 66d is supplied (when the permission relay 66g is closed), the motor drive circuit 66c is based on the output from the MPU 66a (coil (U, V, W phase) of the electric motor 44). Output to.

  FIG. 2 is a flowchart showing the operation of the engine control apparatus according to the first embodiment. The illustrated program is executed only once by the throttle valve controller 66 or the like when the engine 12 is started (specifically, when the ignition switch 70 is turned on by the driver).

  In the following, first, in S10, it is determined whether or not the throttle opening sensor 52 is out of order. In S10, the determination is made based on the output of the throttle opening sensor output detection circuit 64c and the like. When the result in S10 is affirmative, the subsequent processing is skipped. When the result is negative, the process proceeds to S12, and it is determined whether or not the voltage of the battery 72 is equal to or higher than a predetermined voltage. The determination in S12 is made based on the presence / absence of a permission signal output from the MPU 64a or MPU 66a. If the determination is affirmative, the process proceeds to S14.

  In S14, the motor drive voltage of the battery 72 is supplied to the electric motor 44, that is, the electric motor 44 is energized, and the process proceeds to S16 to forcibly drive the throttle valve 24 in the closing direction. The operation of the electric motor 44 is controlled so as to drive the motor. Next, in S18, the output TPSAD generated from the throttle opening sensor 52 is acquired (detected).

  In S20, it is determined whether or not the throttle valve 24 has reached the fully closed position, in other words, it is determined whether or not the throttle valve 24 has been driven to the fully closed position by the electric motor 44. This determination is made based on whether or not the minimum output value TPSADmin of the throttle opening sensor 52 has been updated. Specifically, in a program (not shown), the last obtained (latest) output TPSAD of the throttle opening sensor 52 is compared with the minimum output TPSADmin of the throttle opening sensor 52 obtained so far. When the output TPSAD is less than the minimum value TPSADmin, the latest output TPSAD is updated as a new minimum value TPSADmin. The initial value of the minimum value TPSADmin is an appropriate value that is obtained in advance through experiments.

  Thus, when the minimum value TPSADmin is updated, it can be determined that the throttle valve 24 is driven in the closing direction and has not reached the fully closed position. On the other hand, when the minimum value TPSADmin is not updated, the throttle valve 24 is closed. Therefore, it can be determined that the throttle valve 24 has reached the fully closed position and has come into contact with the fully closed end. In this manner, whether the throttle valve 24 has been driven to the fully closed position is determined based on the output TPSAD of the throttle opening sensor 52 without using a current sensor that detects the current of the electric motor 44. To do.

  If NO in S20, that is, if the throttle valve 24 has not yet been driven to the fully closed position, the process returns to S16 and S18 to further drive the throttle valve 24 in the closing direction, and the output TPSAD of the throttle opening sensor 52 is Get it again. On the other hand, when the result in S20 is affirmative, the process proceeds to S22, and the last obtained (latest) output TPSAD of the throttle opening sensor 52 is set to the fully closed reference value (the fully closed position of the throttle valve 24 at the output of the throttle opening sensor 52). And a reference value (TPS lower limit value). Thus, the output TPSAD of the throttle opening sensor 52 when the throttle valve 24 is driven to the fully closed position by the electric motor 44 is determined as the fully closed reference value.

  Next, the process proceeds to S24, and the value obtained by adding the first predetermined value (predetermined value) to the determined fully closed reference value is used as the fully open reference value of the throttle valve 24 (the throttle valve 24 output at the output of the throttle opening sensor 52). It corresponds to the fully open position and becomes a reference value (TPS upper limit value), and the program ends. The first predetermined value described above is differential information (offset value) from the fully closed position to the fully open position of the throttle valve 24, which is obtained in advance through experiments or the like, and is, for example, 3.6 [V].

  On the other hand, when the result in S12 is negative, since the voltage of the battery 72 is less than the predetermined voltage and the throttle valve 24 cannot be driven in the closing direction, the process proceeds to S26 and the second predetermined value stored in the MPU 66a. The value (specifically, the fully closed reference value determined in the previous program loop or the default (initial value)) is determined as the fully closed reference value. Then, the process of S24 described above is performed to determine the fully open reference value, and the program ends.

  When the fully closed reference value and the fully opened reference value in the throttle opening sensor 52 are determined as described above, the target throttle opening of the throttle valve 24 is then determined based on the operating state such as the accelerator opening APS in a program (not shown). (Target value) is determined within a range defined by the fully closed reference value and the fully open reference value. Then, the operation of the electric motor 44 is controlled so that the opening degree of the throttle valve 24 becomes the target throttle opening degree. In this way, the operation of the electric motor 44 is controlled so that the target throttle opening is determined within the range defined by the fully closed reference value and the fully opened reference value, where the opening of the throttle valve 24 is determined. .

  FIG. 3 is a time chart showing the time required to determine the fully closed reference value and the fully opened reference value in comparison with the prior art in the engine control apparatus according to the first embodiment.

As shown in FIG. 3, in the apparatus according to the first embodiment, when the ignition switch 70 is turned on by the driver at time t _1, the default opening of the throttle valve 24 between the time point t ₁ of t ₂ An output indicating the degree is obtained (detected) from the throttle opening sensor 52. Next, as described above, when the throttle valve 24 is forcibly driven in the closing direction from the time point t ₂ to t ₃ and the throttle valve 24 reaches the fully closed position (time point t ₃ ), the fully closed reference value And determine the fully open reference value. Incidentally, a throttle valve 24 that is driven to the fully closed position, then suitably be driven to set the opening direction to start opening, processing relating to the determination of fully closed reference value and the full-open reference value at time t ₄ is finished To do.

In the prior art contrast (technique described in Patent Document 1 mentioned in the Background section), as shown by the chain line in FIG. 3, is from time t ₁ to t ₃ in the first embodiment Such apparatus performs the same processing as to determine a fully closed reference value at time t _3. Then, forcibly driven in the opening direction of the throttle valve 24 over from time t ₃ to t _5, when the throttle valve 24 has reached the fully open position (time point t _5), to determine the fully open reference value. Then, the throttle valve 24 is driven in the closing direction until the start opening, processing relating to the determination of fully closed reference value and the full-open standard value at time t ₆ is completed. Thus, in the apparatus according to the first embodiment, since the throttle valve 24 is not driven to the fully open position, the fully closed reference value and the fully open reference are correspondingly increased (specifically, the time points t _{4 to} t ₆ ). The time required to determine the value can be shortened.

  As described above, the engine control apparatus according to the first embodiment of the present invention includes the throttle opening sensor 52 that generates an output indicating the opening degree of the throttle valve 24, and the throttle valve 24 is all driven by the electric motor 44. The output TPSAD of the throttle opening sensor 52 when driven to the closed position is determined as a fully closed reference value, and a first predetermined value (predetermined value, offset value) is added to the determined fully closed reference value. The value obtained in this way is determined as the fully open reference value, that is, it is configured to determine both the fully closed reference value and the fully open reference value of the throttle opening sensor 52 simply by driving the throttle valve 24 to the fully closed position. Each reference value can be determined accurately, and the throttle valve is not driven to the fully open position as in the prior art. Startability Gin 12 can be improved. Further, the operation of the electric motor 44 is controlled so that the opening degree of the throttle valve 24 becomes the target throttle opening degree determined within the range defined by the determined fully closed reference value and fully opened reference value. Since it is configured, for example, when the actual throttle valve 24 reaches the fully closed position and is in contact with the fully closed end, the electric motor 44 does not further drive the throttle valve 24 in the closing direction. Thus, there is no problem that the load current of the battery 72 increases and wasteful power is consumed in the battery 72.

  Next, an engine control apparatus according to a second embodiment of the present invention will be described.

  FIG. 4 is a flowchart similar to a part of the flowchart of FIG. 2 showing the operation of the engine control apparatus according to the second embodiment.

  The following description focuses on the differences from the first embodiment. In the second embodiment, as shown in FIG. 4, the accelerator fully closed reference value and the accelerator fully open reference value in the accelerator opening sensor 54 are obtained. Added configuration to decide. More specifically, after the process of S10 described above, the process proceeds to S10a to determine whether or not the accelerator opening sensor 54 is out of order. The determination of S10a is made based on the output of the accelerator opening sensor output detection circuit 64b and the like. When the determination is affirmative, the subsequent processing is skipped, and when the determination is negative, the processing proceeds to S10b.

  In S10b, the output APSAD of the accelerator opening sensor 54 is acquired (detected), and the process proceeds to S10c to determine whether or not the acquired output APSAD is a predetermined amount. Since the predetermined amount is a voltage that is output when the accelerator 16 is not operated by the driver and is in the initial position, as described above, the processing of S10c is performed when the accelerator 16 is in the accelerator fully closed position (initial position). This corresponds to the determination of whether or not there is.

  When the result is affirmative in S10c, the process proceeds to S10d, and the output APSAD acquired in S10b is set to the accelerator fully closed reference value (the reference value corresponding to the accelerator fully closed position of the accelerator 16 in the output of the accelerator opening sensor 54. APS lower limit). Value). In this way, the output APSAD of the accelerator opening sensor 54 when the accelerator 16 is not operated by the driver and is in the fully closed position is determined as the accelerator fully closed reference value.

  On the other hand, when the result in S10c is negative, that is, when the output APSAD is larger than the predetermined amount and it is determined that the accelerator 16 is not in the accelerator fully closed position, the process proceeds to S10e, and the third predetermined value (specifically, stored in the MPU 66a) The accelerator fully closed reference value or default (initial value) determined in the previous program loop is determined as the accelerator fully closed reference value.

  Next, the process proceeds to S10f, and the value obtained by adding the fourth predetermined value to the accelerator fully closed reference value determined in S10d or S10e is used as an accelerator fully open reference value (accelerator fully open position of accelerator 16 at the output of accelerator opening sensor 54). Is determined as a reference value (APS upper limit value), and the above-described processing after S12 is executed. The fourth predetermined value described above is difference information (offset value) from the fully closed position to the fully open position of the accelerator 16 that is obtained in advance through experiments or the like, and is set to 3.6 [V], for example.

  When the accelerator fully closed reference value and the accelerator fully open reference value in the accelerator opening sensor 54 are determined in this way, the accelerator fully closed reference value corresponds to the fully closed reference value of the throttle opening sensor 52 in a program (not shown) thereafter. Then, the operation of the electric motor 44 is controlled so that the accelerator fully open reference value corresponds to the fully open reference value of the throttle opening sensor 52.

  As described above, the engine control apparatus according to the second embodiment of the present invention includes the accelerator opening sensor 54 that generates an output indicating the opening of the accelerator 16, and the accelerator 16 is in the fully closed position. The output APSAD of the accelerator opening sensor 54 is determined as the accelerator fully closed reference value, and a value obtained by adding the fourth predetermined value (offset value) to the determined fully closed reference value is determined as the fully opened reference value. With this configuration, the accelerator fully closed reference value and the accelerator fully open reference value in the accelerator opening sensor 54 can be accurately and quickly determined.

  The remaining configuration and effects are not different from those of the first embodiment.

  As described above, in the first and second embodiments of the present invention, the operation of the actuator (electric motor) 44 that drives the throttle valve 24 disposed in the intake pipe 22 of the internal combustion engine (engine) 12 is controlled. In the control device for an internal combustion engine, the throttle opening sensor 52 that generates an output indicating the opening of the throttle valve, and the output of the throttle opening sensor when the throttle valve is driven to the fully closed position by the actuator are all output. In addition to determining the closed reference value (throttle valve controller 66, S22), the throttle opening for determining the value obtained by adding a predetermined value (first predetermined value) to the determined fully closed reference value as the fully open reference value. Degree reference value determining means (throttle valve controller 66, S24), and the opening of the throttle valve is determined. Actuator control means (throttle valve controller 66) for controlling the operation of the actuator so as to achieve a target value (target throttle opening) determined within a range defined by the fully closed reference value and the fully open reference value. It was configured as follows.

  In the above description, the motorcycle 10 is described as an example of the saddle-ride type vehicle on which the engine 12 is mounted. However, the present invention is not limited to this, and a driver such as a scooter or an ATV (All Terrain Vehicle) It may be a saddle-ride type vehicle that rides over a saddle), and may be another vehicle.

  Further, the engine 12 is configured to be a single cylinder engine, but is not limited thereto, and may be a multi-cylinder engine such as a two-cylinder engine.

  In addition, although the first predetermined value to be added to the engine 12 displacement and the fully closed reference value is specifically shown, these numerical values are illustrative and are not limited.

  Further, the engine 12 is configured to determine the fully closed reference value and the fully opened reference value, or the accelerator fully closed reference value and the accelerator fully opened reference value when the engine 12 is started. However, the present invention is not limited thereto. You may comprise so that a reference value may be determined.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing an overall control apparatus for an internal combustion engine according to a first embodiment of the present invention. 2 is a flowchart showing the operation of the control device for the internal combustion engine shown in FIG. 1. 2 is a time chart showing the time required for determining a fully closed reference value and a fully opened reference value in comparison with the prior art in the control apparatus for an internal combustion engine shown in FIG. It is a flowchart similar to a part of flowchart of FIG. 2 which shows operation | movement of the control apparatus of the internal combustion engine which concerns on 2nd Example of this invention.

Explanation of symbols

  12 engine (internal combustion engine), 22 intake pipe, 24 throttle valve, 44 electric motor (actuator), 52 throttle opening sensor, 66 throttle valve controller

Claims (1)

In a control device for an internal combustion engine that controls the operation of an actuator that drives a throttle valve disposed in an intake pipe of the internal combustion engine,
a. A throttle opening sensor for generating an output indicating the opening of the throttle valve;
b. The throttle opening sensor output when the throttle valve is driven to the fully closed position by the actuator is determined as a fully closed reference value, and a predetermined value is added to the determined fully closed reference value. Throttle opening reference value determining means for determining the open value as a fully open reference value,
And c. Actuator control means for controlling the operation of the actuator so that the opening of the throttle valve becomes a target value determined within a range defined by the determined fully closed reference value and fully opened reference value;
A control device for an internal combustion engine, comprising:

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