JP2010090742A - Throttle position control device and engine control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a throttle position control device effectively improving engine speed sensitivity with respect to a change in a throttle position. <P>SOLUTION: This throttle position control device includes: a position control section 3 inputting a throttle position command θref and a throttle position θ and outputting a throttle speed command based on a throttle manipulated variable Th calculated by the throttle position command and throttle position; and a speed control section 4 controlling the speed of a motor M as the drive end of a throttle 21 based on a throttle speed command S1 output from the position control section 3 and a throttle speed dθ/dt. The throttle position control device further includes a compensation means 6 compensating the throttle manipulated variable Th. The compensation means 6 sets a dead zone compensation value θcc corresponding to a dead zone in order to compensate the dead zone as the play area of a throttle 21 until a change corresponding to engine speed r occurs after the throttle position θ is changed, and performs compensation in a direction where the throttle manipulated variable Th is increased using the dead zone compensation value θcc. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a throttle position control device that improves the sensitivity of changes in engine speed with respect to changes in the throttle position, and an engine controller using the same.

As this kind of throttle position control device, for example, one used in an engine controller B as shown in FIG. 6 is known. The throttle position control device A constituting the engine controller B receives the throttle position command θ _ref output from the engine speed control device 1 in accordance with the deviation between the engine speed command and the engine speed r, and The throttle position command θ _ref and the throttle position θ taken out from the detector PG are input to control the motor M that drives the throttle 21 in the engine 2, and the throttle speed command is calculated based on the throttle operation amount Th calculated by these. A position control unit 3 that outputs S1, and a speed for controlling the speed of the motor M that is the drive end of the throttle 21 based on the throttle speed command S1 and the throttle speed dθ / dt output from the position control unit 3 And a control unit 4. The current command S2 from the speed control unit 4 is once input to the current control unit 5, and the current control unit 5 energizes the motor M that is the throttle driving end. The motor M and the throttle 21 in the engine 2 are connected via a throttle wire 22. FIG. 7 shows the relationship between the engine 2, the throttle wire 22 and the motor M. The throttle wire 22 inserted into the conduit 23 is moved by a pulley m provided on the rotating shaft of the motor M, and the throttle wire 22 is moved. Is to be driven.

The speed control unit 4 has a PI (proportional integral) control element 41 as shown in FIG. This is because the load state on the engine 2 is not constant, so that the engine 2 converges to a predetermined engine speed r. Also, what is indicated by reference numeral 7 in FIG. 6 is a feedforward control unit for proceeding to and adding compensation to the speed deviation ε input to the speed control unit 4 based on the throttle position command θ _ref .

Incidentally, as shown in FIG. 9, this type of control system has a so-called dead zone in which the engine speed r does not change unless the throttle position θ (drive end position of the throttle wire 22) changes to some extent. For this reason, as shown in FIG. 10, the change in the engine speed r is delayed (point b) with respect to the change in throttle position θ (point a), and at this point, the integral term in the speed control unit 4 is reached. Is already excessive and is controlled until the throttle position θ exceeds the appropriate value (point c), and based on this, the engine speed r greatly overshoots the target value (point d). Even if the throttle position θ is controlled to decrease thereafter, the throttle position θ is controlled to a lower position exceeding the appropriate value (point e). Then, due to the dead zone, the engine speed similarly overshoots greatly below the target value (point f). By repeating this, stable control cannot be performed. As an easy countermeasure, there is a method of increasing the integration time T _vi shown in FIG. 8, but if this is increased, the time for settling to the target engine speed becomes longer.

In Patent Document 1, such a dead zone is regarded as a problem of the throttle wire hysteresis, and the hysteresis of the push-pull wire used as the throttle wire is measured and stored in advance with a dedicated teaching cylinder before operation. A method of reducing the influence of hysteresis by performing position control based on this is presented.
JP 2002-227997 A

  However, the dead zone from when the throttle position changes until the engine speed starts to change may be caused not only by the hysteresis of the wire but also by the internal characteristics of the engine. In view of the fact that the driver of a car is a person, and that the engine speed is sensitive to the minute movement of the accelerator pedal, it will also move against the driver's intention. Some aspects are being actively incorporated.

  However, for example, in the case of configuring an engine controller of a test apparatus that performs a performance test or the like using an engine as a specimen, the “smoothing” as described above is unnecessary, and the throttle input from the engine speed control apparatus is not necessary. In some cases, a control performance in which the engine speed immediately follows the position command is desired. In order to eliminate the dead zone in such a case, the above-described hysteresis countermeasure is not sufficient.

  The present invention has been made paying attention to such a problem, and it is possible to effectively increase the sensitivity of the engine speed to changes in the throttle position by eliminating the dead zone regardless of the cause of the occurrence. It is an object of the present invention to newly provide a throttle position control device and an engine controller using the throttle position control device.

  In order to achieve this object, the present invention takes the following measures.

  That is, the throttle position control device of the present invention receives the throttle position command for changing the engine speed from the engine speed control device, and inputs the throttle position command and the throttle position in order to control the drive end of the throttle. A position control unit that outputs a throttle speed command based on the throttle operation amount calculated by these, and a speed control of the throttle drive end based on the throttle speed command and the throttle speed output from the position control unit. And a speed control unit, further comprising compensation means for compensating the throttle operation amount, the compensation means after the throttle position changes until the change corresponding to the engine speed occurs. In order to compensate for the dead zone, which is a play area, a dead zone compensation value corresponding to the dead zone is set. And characterized in that it is configured as capable of performing compensation of the direction for increasing the throttle operating amount by using the dead zone compensation value.

  With this configuration, if the throttle operation amount is increased, a larger throttle speed command is issued, so that the response of the engine speed is corrected to reduce the dead band width. Then, by performing compensation according to the dead zone width, appropriate compensation according to the degree of the dead zone can be performed. The throttle position here may be taken out directly from the throttle in the engine or indirectly as the throttle wire position.

  Various methods such as adding the dead band to the deviation between the throttle position command and the throttle position, or multiplying the dead band with a coefficient can be considered as modes using the dead band, but the engine speed is near the new throttle position. If it is assumed that the engine has followed for the first time, it is effective to control the throttle over the dead zone from the beginning toward a new throttle position, and the compensation means sets the dead zone compensation value to the deviation between the throttle position command and the throttle position. It is reasonable to configure it to provide additional compensation.

  After a predetermined change in the throttle position, the dead zone until the engine speed changes following the engine speed varies depending on the individual engine, the degree of deviation between the input throttle position command and the throttle position, and other operations When it fluctuates due to conditions, etc., the compensation means determines the dead band width that is the amount of change in the throttle position until the change corresponding to the engine speed occurs after the throttle position changes based on the engine speed and the throttle position. It is desirable that a dead zone estimation calculation unit for estimating the dead zone is provided so that the dead zone width estimated by the dead zone estimation calculation unit can be adopted as the dead zone compensation value.

  In order to accurately grasp the follow-up relationship between the throttle position command and the engine speed and appropriately calculate the dead zone value by the dead zone estimation calculation unit, the dead zone estimation calculation unit determines the magnitude of the throttle position change rate in advance. When the first calculation threshold is exceeded, the throttle position at that time is stored as the operation start position, and then when the engine speed change rate exceeds a predetermined second calculation threshold, The throttle position is preferably stored as the follow-up start position, and the difference between the operation start position and the follow-up start position is set as the dead band width.

  On the other hand, when there is little fluctuation in the dead band until the engine speed changes following the predetermined change in the throttle position, the compensation means uses a predetermined dead band width as the dead band compensation value. It is also effective to configure so as to obtain.

  In addition, in order to perform compensation by the dead band compensation value as necessary, the compensation means further includes a compensation execution unit that performs compensation by the dead band compensation value, and the compensation execution unit further changes the throttle position. When the condition that the magnitude of the rate exceeds the predetermined first execution threshold and the change rate of the engine speed at this time is equal to or smaller than the predetermined second execution threshold is satisfied. It is desirable to perform a compensation for the throttle operation amount.

  In order to effectively avoid that the dead zone compensation value causes excessive overshooting that increases the response of the engine speed, the compensation execution unit has a throttle position change rate exceeding the first execution threshold, and this When the engine speed change rate at that time exceeds the second execution threshold value, the dead zone compensation value is kept and compensation for the throttle operation amount is not executed, or the dead zone compensation value is rewritten to zero. It is preferable.

  In order to effectively avoid that the dead band compensation value works at an unnecessary timing, the compensation execution unit includes the dead band compensation value when the throttle position change rate is equal to or lower than the first execution threshold. It is preferable that the compensation for the throttle operation amount is not executed or the dead zone compensation value is rewritten to zero.

  Since the throttle position control device of the present invention has the above-described configuration, the throttle drive end for driving the throttle and the throttle in the engine are connected by a throttle wire, and the throttle position is taken out from the throttle drive end. In particular, it is useful in that it can cope with a dead zone caused by both the hysteresis of the throttle wire and the internal characteristics of the engine.

  By applying such a throttle position control device to an engine controller, it becomes possible to effectively realize the control performance required when configuring a test device for performing a performance test or the like using the engine as a specimen. .

  As described above, the present invention adopts the dead zone compensation value corresponding to the dead zone width existing between the throttle position change and the engine speed change so as to increase the throttle operation amount. A new useful throttle position control device and an engine controller using the same, which can effectively increase the sensitivity of the engine speed to changes in the throttle position without pursuing the cause, and can effectively perform control to reduce the dead zone. Can be provided.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

FIG. 1 shows a throttle position control device A of this embodiment. This throttle position control device A basically receives a throttle position command θ _ref for changing the engine speed r from the engine speed control device 1 in the same manner as shown in FIG. In order to control, the position control part 3, the speed control part 4, and the electric current control part 5 are provided as basic composition.

The position control unit 3 adds the throttle position command θ _ref and the throttle position θ extracted from the motor M, which is the throttle driving end, via the detector PG, and inputs the result through the combination point, and the throttle operation amount Th A corresponding throttle speed command S1 is output. Since the throttle position θ in this embodiment is taken out from the motor M by the detector PG, the drive end position of the motor M, that is, the drive position of the start end side of the throttle wire 22 (the part wound around the motor M). I am pointing to that.

  The speed control unit 4 adds the throttle speed command S1 output from the position control unit 3 and the throttle speed dθ / dt extracted from the detector PG through the differential element d / dt, and calculates the difference through the combination point. And a current command S2 for controlling the speed of the motor M, which is the driving end of the throttle 21, is output.

  The current control unit 5 amplifies the current command S2 output from the speed control unit 4 and supplies the motor M with necessary power. The motor M and the throttle 21 of the engine 2 are connected via a throttle wire 22.

The control system having such a configuration has a dead zone (play region) in which the engine speed r does not change unless the throttle position θ changes to some extent due to the hysteresis of the throttle wire 22 and the internal characteristics of the engine 2. In the present embodiment, in order to configure the engine controller B of a test apparatus that performs a performance test or the like using the engine 2 as a specimen, the engine speed with respect to the throttle position command θ _ref input from the engine speed controller 1 It is necessary to realize the performance that makes r ready.

Therefore, as shown in FIG. 1, compensation means 6 for compensating the throttle operation amount Th is further provided. The compensation means 6 sets a dead zone compensation value θ _cc corresponding to the dead zone in order to compensate for the dead zone which is a play area of the throttle position θ, and increases the throttle operation amount Th by using the dead zone compensation value θ _cc. Compensation in the direction to be performed.

As shown in FIG. 2, the compensation means 6 includes a dead zone estimation calculation unit 61 that sequentially estimates the dead zone width θc based on the engine speed r and the throttle position θ, and a dead zone width output from the dead zone estimation calculation unit 61. It is determined whether or not to adopt θc as a dead zone compensation value θ _cc , and then, if necessary, the dead zone compensation value θ _cc is added, and compensation to be added to the deviation ε (that is, θ _ref −θ) at the combination point is performed. And a compensation execution unit 62 to be executed. The compensation means 6 is composed of a CPU, a microprocessor having a memory and an interface, etc., and a necessary program is stored in the memory, and the CPU reads and executes the program sequentially to thereby execute a dead zone estimation calculation unit. 61 and the compensation execution part 62 are exhibited. The compensation means 6 receives a throttle position θ from the detector PG, an engine speed r from a rotating shaft or the like in the engine 2, and a throttle position command θ _ref .

FIG. 3 is a flowchart showing a processing procedure when the dead zone estimation calculation unit 61 estimates the dead zone width θc. An initial value θ _cs is given to the dead zone width θc (step S0). Then, it is determined from the throttle position θ whether or not there is a throttle operation start or an operation direction change (step S1), and if YES, the throttle operation rate change rate dθ / dt is a predetermined first calculation threshold value. It is determined whether or not V1 is exceeded (step S2). If YES, the throttle position θ at that time is stored as the operation start position θ (t ₁ ) (step S3). Thereafter, it is determined whether or not the engine speed change rate dr / dt exceeds a predetermined second calculation threshold β (step S4). If YES, follow the throttle position θ at that time. The position θ (t ₂ ) is stored (step S5), and the size of the difference θ (t ₂ ) −θ (t ₁ ) between the operation start position and the follow-up start position is defined as a dead zone width θc (step S6).

FIG. 4 is a flowchart showing a processing procedure when the compensation execution unit 62 executes compensation. First, it is determined whether or not the magnitude of the throttle position change rate dθ / dt exceeds a predetermined first execution threshold value (here, the same as the first calculation threshold value) V1 (step S11). In the case of YES, whether or not the magnitude of the engine speed change rate dr / dt at that time exceeds a predetermined second execution threshold value (here, the same as the second calculation threshold value) β. Is determined (step S12). In the case of NO (when the engine speed change rate dr / dt is equal to or smaller than a predetermined second execution threshold), that is, the engine speed change rate corresponding to the throttle position change rate dθ / dt. When dr / dt has not occurred, the sign of the throttle position command θ _ref is determined (step S13), and the dead zone width θc is set to the dead zone compensation value θ _cc or −θ _cc (steps S14 and S15). Compensation for inputting the compensation value θ _cc to the addition point with the deviation ε is executed (step S16).

Conversely, when it is determined in step S12 that the engine speed change rate dr / dt exceeds the second execution threshold value β, that is, the required engine speed change rate with respect to the throttle position change rate dθ / dt. When it is determined that dr / dt has occurred, or when the throttle position change rate dθ / dt is equal to or less than the first execution threshold value V1 in step S11, that is, it is determined that the throttle position change rate dθ / dt is small. If this is the case, the dead zone compensation value θ _cc is rewritten to zero (step S 17), and the dead zone compensation value θ _cc is input to the addition point with the deviation ε, or the compensation is effective even if added. Not accompanied.

  These processes of FIG. 3 and the process of FIG. 4 are performed in parallel.

FIG. 5 shows the control performance when compared with the conventional control of FIG. Since the initial value θ _cs or the dead zone width θ _c is given as the dead zone compensation value θ _{cc at the} throttle position θ, the throttle operation amount Th exceeded the dead zone shown in FIG. 9 simultaneously with the start of the throttle operation (point A). However, the throttle position θ is controlled toward that position. For this reason, the engine speed r begins to change almost simultaneously with the throttle operation (point B), and the throttle position θ reaches the appropriate value and the target value almost simultaneously with the engine speed r (points C and D). ). When the engine speed change rate dr / dt increases, the dead zone compensation value becomes 0 and the throttle position command Th also disappears. Therefore, the throttle position θ is suppressed to an overshoot level due to inertia (between points A and E). Then, the subsequent overshoot of the engine speed r is reduced (point F), and the return of the throttle position θ for suppressing the engine speed r is accelerated (point G). Further, the overshoot below the appropriate value of the throttle position θ and the overshoot below the target value of the engine speed r are also kept small (H point, I point), and thus the throttle position θ In addition, the convergence of the engine speed r to an appropriate value or target value is improved. In the above, when the throttle position change rate dθ / dt exceeds the calculation threshold V1 and the engine speed change rate dr / dt exceeds the calculation threshold β, it corresponds to the dead zone between the operation start position and the follow-up start position. The magnitude of the difference θ (t ₂ ) −θ (t ₁ ) is rewritten as a new dead band width θc.

As described above, the throttle position control device A of the present embodiment receives the throttle position command θ _ref for changing the engine speed r from the engine speed control device 1 and controls the throttle position in order to control the throttle 21. A position control unit 3 that inputs a command θ _ref and a throttle position θ and outputs a throttle speed command based on a throttle operation amount Th calculated by these, a throttle speed command S 1 output from the position control unit 3, and a throttle A speed control unit 4 that controls the speed of the motor M that is the driving end of the throttle 21 based on the speed dθ / dt.

Compensation means 6 for compensating the throttle operation amount Th is further provided. This compensation means 6 is a play area of the throttle 21 until a change corresponding to the engine speed r occurs after the throttle position θ changes. In order to compensate for the dead zone width θc, a dead zone compensation value θ _cc corresponding to the dead zone is set, and the dead zone compensation value θ _cc is used to compensate in the direction of increasing the throttle operation amount Th. It is.

  Thus, if the throttle operation amount Th is increased, a larger throttle speed command S2 is issued, so that the response of the engine speed r is corrected in the direction of decreasing the dead zone width θc. Then, by performing compensation according to the dead zone width θc, it is possible to perform appropriate compensation according to the degree of the dead zone.

In this case, after a predetermined change occurs in the throttle position θ, the throttle position θ is already displaced when the engine speed r changes. At this time, if it is considered that the engine speed r has first followed in the vicinity of the new throttle position θ, the compensation means 6 adds a dead band compensation value θ _cc to the deviation ε between the throttle position command θ _ref and the throttle position θ. Thus, the throttle 21 is controlled via the motor M toward the new throttle position θ over the dead zone.

In this case, the compensation means 6 is based on the engine speed r and the throttle position θ sequentially, and a dead zone width that is a change amount of the throttle position θ until a change corresponding to the engine speed r occurs after the throttle position θ changes. Since there is a dead zone estimation calculation unit 61 that estimates θc and the dead zone width θc estimated by the dead zone estimation calculation unit 61 can be adopted as the dead zone compensation value θ _cc , there is a predetermined change in the throttle position θ. After the occurrence, the dead zone until the engine rotational speed r changes following the individual difference of the engine, the magnitude of the deviation ε between the input throttle position command θ _ref and the throttle position θ, and other operating conditions, etc. Even if it fluctuates due to, it is possible to perform appropriate compensation according to changing driving conditions by rewriting the dead zone compensation value θ _cc in real time and performing compensation. .

  More specifically, the dead zone estimation calculation unit 61 stores the throttle position θ at that time as an operation start position when the magnitude of the throttle position change rate dθ / dt exceeds a predetermined first calculation threshold V1. After that, when the engine speed change rate dr / dt exceeds a predetermined second calculation threshold value β, the throttle position θ at that time is stored as a follow-up start position, and these operation start positions and The difference from the follow-up start position is defined as a dead zone width θc.

  As described above, if the determination is made based on the change rates dθ / dt and dr / dt, the present invention can be applied to any throttle position θ, and the calculation thresholds V1 and β are set to a certain size. This makes it easy to specify the correspondence between the change in the throttle position θ and the change in the engine speed r. Conversely, if the throttle position change rate dθ / dt is small, the engine speed r is in the vicinity of the command value, so there is no need to calculate the dead zone width θc.

On the other hand, the compensation means 6 further includes a compensation execution unit 62 that performs compensation by the dead band compensation value θ _cc , and the compensation execution unit 62 has a first change rate dθ / dt of the throttle position θ determined in advance. The execution threshold value V1 (the same value as the first calculation threshold value in this embodiment) is exceeded, and the change rate dr / dt of the engine speed r at this time is a predetermined second execution threshold value. When a condition equal to or less than β (the same value as the second calculation threshold value in this embodiment) is satisfied, compensation for the throttle operation amount Th is executed.

That is, if the dead band compensation value θ _cc is executed unnecessarily, there is a possibility that excessive compensation may be performed in a situation where the dead zone does not cause a problem. However, the throttle position is determined through the execution thresholds V1 and β as described above. If compensation is executed only when the required engine speed change rate dr / dt does not occur with respect to the change rate dθ / dt, it is possible to effectively avoid overcompensation. .

Further, in the compensation execution unit 62, the throttle position change rate dθ / dt exceeds the first execution threshold value V1, and the engine speed change rate dr / dt at this time exceeds the second execution threshold value β. In this case, the dead zone compensation value θ _cc is not provided and compensation for the throttle operation amount Th is not executed, or the dead zone compensation value θ _cc is rewritten to zero, so that it corresponds to the throttle position change rate dθ / dt. When the engine speed change rate dr / dt is generated, the dead zone compensation value θ _cc is immediately removed, so that the overshoot of the throttle position and thus the engine speed overshoot can be effectively avoided.

Further, when the throttle position change rate dθ / dt is equal to or lower than the first execution threshold value V1, the compensation execution unit 62 does not execute the compensation for the throttle operation amount Th with the dead band compensation value θ _cc being present, or Since the dead zone compensation value θ _cc is rewritten to zero, even when the throttle position change rate dθ / dt is small, the dead zone compensation value θ _cc is immediately removed, so that the throttle position can be adjusted at an unnecessary timing. It is possible to effectively avoid changing.

  In the engine 2 to be controlled in the present embodiment, the motor M, which is the throttle driving end for driving the throttle 21, and the throttle 21 in the engine 2 are connected by a throttle wire 22, and the throttle position θ is set. Since it is taken out from the motor M, it is possible to effectively cope with a dead zone caused by both the hysteresis of the throttle wire 22 and the internal characteristics of the engine 2.

If the engine controller B is configured using such a throttle position control device A, it is input from the engine speed control device 1 when configuring a test device for performing a performance test or the like using the engine 2 as a specimen. It is possible to effectively realize the control performance in which the engine speed r immediately follows the θ _ref .

  The specific configuration of each part is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention.

  For example, in the above embodiment, the same value is used for the calculation threshold and the execution threshold, but it is also possible to set different values.

  Further, in the engine 2 to be controlled in the above embodiment, the motor M, which is the throttle driving end for driving the throttle 21, and the throttle 21 in the engine 2 are connected by a throttle wire 22, and the throttle position θ is set. For example, for a control target in which the motor is directly attached to the throttle of the engine and the throttle is driven without using the throttle wire, the throttle position θ is not extracted from the motor. Alternatively, it may be removed directly from the throttle. In this case, the dead zone mainly due to the internal characteristics of the engine is effectively eliminated.

Further, in the compensation means 6 of the above embodiment, the dead zone estimation calculation unit sequentially calculates the dead zone width. However, after the predetermined change occurs in the throttle position θ, the dead zone until the engine speed r changes following the change is detected. When the fluctuation is small, it is possible to simplify the control system by using a predetermined dead band width θc as the dead band compensation value θ _cc . Of course, also in this case, by providing the compensation execution unit and performing the same processing as described above, it is possible to effectively avoid the overshoot or the excessive change in the throttle position by eliminating the compensation.

Furthermore, in the algorithms shown in FIGS. 3 and 4, the throttle position θ is used to obtain the dead band width. However, since the motor position control response is sufficiently faster than the engine speed control response, Instead, θ _ref may be used.

  In addition, as a problem to be solved by the present invention, the insensitivity in the throttle wire and the engine internal characteristics has been mentioned, but the present invention is also effective when there is a delay element in the engine internal characteristics.

The control block diagram which shows the structure of the throttle position control apparatus which concerns on one Embodiment of this invention. Explanatory drawing of the principal part of FIG. The flowchart which shows the process sequence of the dead zone estimation calculating part in the embodiment. The flowchart which shows the process sequence of the compensation execution part in the embodiment. The graph which shows the control performance of throttle position control by the embodiment. The control block diagram which shows the structure of the conventional throttle position control apparatus. FIG. 7 is a partial detail view of FIG. 6. FIG. 7 is a partial detail view of FIG. 6. Explanatory drawing of the dead zone which exists between a throttle position change and an engine speed change. The graph which shows the control performance of the conventional throttle position control.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Engine speed control apparatus 2 ... Engine 3 ... Position control part 4 ... Speed control part 6 ... Compensation means 21 ... Throttle 22 ... Throttle wire 61 ... Dead zone estimation calculating part 62 ... Compensation execution part A ... Throttle position control apparatus B ... Engine controller dr / dt ... engine speed change rate dθ / dt ... throttle speed, throttle position change rate M ... throttle drive end (motor)
r: Engine speed S1: Throttle speed command Th: Throttle operation amount V1: First calculation threshold, first execution threshold θ: Throttle position θc: Dead band width θ _cc : Dead band compensation value θ _ref ... Throttle position command ε ... deviation β ... second calculation threshold, second execution threshold

Claims (10)

Based on the throttle operation amount calculated by inputting the throttle position command and the throttle position and receiving the throttle position command for changing the engine speed from the engine speed control device to control the drive end of the throttle. A position control unit that outputs a throttle speed command, and a speed control unit that controls the throttle drive speed based on the throttle speed command and the throttle speed output from the position control unit. ,
Compensation means for compensating the throttle operation amount is further provided. The compensation means compensates for the dead zone which is a play area of the throttle until the change corresponding to the engine speed occurs after the throttle position is changed. A throttle position control device configured to set a dead zone compensation value corresponding to the dead zone, and to perform compensation in a direction to increase the throttle operation amount using the dead zone compensation value. The throttle position control apparatus according to claim 1, wherein the compensation means performs compensation to add the dead zone compensation value to a deviation between the throttle position command and the throttle position. The compensation means includes a dead band estimation calculation unit that estimates a dead band width that is a change amount of the throttle position until a change corresponding to the engine speed occurs after the throttle position is changed based on the engine speed and the throttle position sequentially. The throttle position control device according to claim 1, wherein the dead zone width estimated by the dead zone estimation calculation unit can be adopted as a dead zone compensation value. When the magnitude of the throttle position change rate exceeds a predetermined first calculation threshold, the dead zone estimation calculation unit stores the throttle position at that time as the operation start position, and then increases the engine speed change rate. 4. When the value exceeds a predetermined second calculation threshold value, the throttle position at that time is stored as a follow-up start position, and a difference between the operation start position and the follow-up start position is set as a dead zone width. The throttle position control device described. 3. The throttle position control device according to claim 1, wherein the compensation means is configured to be able to use a predetermined dead zone width as a dead zone compensation value. The compensation means further includes a compensation execution unit that performs compensation by the dead zone compensation value, and the compensation execution unit has a rate of change of the throttle position that exceeds a predetermined first execution threshold value, and at this time The compensation for the throttle operation amount is executed when a condition that the rate of change of the engine speed is equal to or less than a predetermined second execution threshold is satisfied. The throttle position control device according to any one of the above. When the throttle position change rate exceeds the first execution threshold value and the engine speed change rate at this time exceeds the second execution threshold value, the compensation execution unit keeps the dead zone compensation value and The throttle position control device according to claim 6, wherein compensation for the throttle operation amount is not executed or the dead zone compensation value is rewritten to zero. The compensation execution unit is configured so that when the throttle position change rate is equal to or less than the first execution threshold value, the dead zone compensation value is kept and the compensation for the throttle operation amount is not executed or the dead zone compensation value is rewritten to zero. The throttle position control device according to any one of claims 6 and 7. The throttle position control device according to any one of claims 1 to 8, wherein a throttle drive end for driving the throttle and a throttle in the engine are connected by a throttle wire, and the throttle position is taken out from the throttle drive end. An engine controller comprising the throttle position control device according to any one of claims 1 to 9.

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