JP3970710B2 - Control device for throttle valve drive device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a control device for a throttle valve driving device that drives a throttle valve of an internal combustion engine mounted on a vehicle, and more particularly to a device that limits the rate of change of the throttle valve opening during sudden acceleration and deceleration of the vehicle. .
[0002]
[Prior art]
For example, Japanese Patent Application Laid-Open No. 10-47115 discloses a technique for reducing shock when a driver of a vehicle suddenly depresses an accelerator pedal or when it is suddenly returned. According to the technique disclosed in this publication, the amount of change in the target throttle valve opening determined according to the amount of operation of the accelerator pedal is calculated, and when this amount of change is larger than the upper limit guard value, the target throttle valve opening amount is calculated. The target throttle valve opening is corrected so that the amount of change in the degree becomes equal to the upper guard value. The throttle valve is driven by the throttle valve driving device so that the actual throttle valve opening matches the target throttle valve opening.
[0003]
[Problems to be solved by the invention]
At the time of sudden acceleration or sudden deceleration, since the accelerator pedal is stepped on or returned suddenly, it is necessary to shorten the control cycle and perform quick control. However, according to the above conventional method, the upper limit guard value is calculated according to the engine speed, the throttle valve opening, etc., and the calculated upper limit guard value is always compared with the amount of change in the target throttle valve opening. Since the final target throttle valve opening is determined according to the comparison result, there is room for improvement in reducing the calculation load of the control device.
[0004]
The present invention has been made paying attention to this point, and it is an object of the present invention to provide a control device for a throttle valve drive device that can further reduce the calculation load of processing for suppressing shock during acceleration / deceleration of a vehicle. To do.
[0005]
[Means for Solving the Problems]
In order to achieve the above object, a first aspect of the present invention provides a control apparatus for a throttle valve driving device having a driving means for driving a throttle valve provided in an intake system of an internal combustion engine mounted on a vehicle. Accelerator operation amount detection means for detecting an operation amount of an accelerator pedal, target opening setting means for setting a target opening degree of the throttle valve opening amount based on the accelerator pedal operation amount, and the throttle valve opening amount being the target A drive control means for controlling the drive means so as to be an opening; and an increase speed of the target opening is limited in accordance with an elapsed time from a time when the increase speed of the accelerator pedal operation amount exceeds a predetermined increase speed and a limiting means, the limiting means is characterized that you less restrictive of the increasing rate as the elapsed time increases.
[0006]
According to this configuration, the increasing speed of the target opening degree is limited according to the elapsed time from the time when the increasing speed of the accelerator pedal operation amount exceeds the predetermined increasing speed. In other words, if the increase speed of the accelerator pedal operation amount is equal to or less than the predetermined increase speed, the target opening degree increase speed restriction process is not performed, and the restriction process starts when the acceleration pedal operation amount increase speed exceeds the predetermined increase speed. Therefore, the calculation load can be reduced as compared with the conventional case. In addition, since the restriction process is performed so that the restriction on the increase speed is relaxed as the elapsed time from when the acceleration pedal operation amount exceeds the predetermined increase speed, the acceleration shock is applied within the range that does not impair drivability. Can be moderately suppressed.
[0007]
According to a second aspect of the present invention, in the control device for the throttle valve driving device according to the first aspect, the control device further comprises a rotational speed detecting means for detecting a rotational speed of the engine , wherein the limiting means is the accelerator pedal operation amount. from the time when the rate of decrease exceeds a predetermined decrease rate, characterized and Turkey to limit the reduction rate of the target opening according to the rotational speed of the engine.
[0008]
According to this configuration, the reduction rate of the target opening degree is limited according to the engine rotation speed from the time when the reduction rate of the accelerator pedal operation amount exceeds the predetermined reduction rate. In other words, if the deceleration speed of the accelerator pedal operation amount is equal to or less than the predetermined reduction speed, the target opening decrease speed limiting process is not performed, and the limiting process starts when the acceleration pedal operation amount decrease speed exceeds the predetermined reduction speed. Therefore, the calculation load can be reduced as compared with the conventional case. Moreover, since the restriction process according to the engine speed is performed, it is possible to moderately suppress the deceleration shock as long as the drivability is not impaired.
[0009]
DETAILED DESCRIPTION OF THE INVENTION
Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a diagram showing a configuration of a throttle valve driving device and a control device thereof according to an embodiment of the present invention. A throttle valve 3 is provided in an intake passage 2 of an internal combustion engine (hereinafter referred to as “engine”) 1 mounted on a vehicle. A return spring 4 that urges the throttle valve 3 in the valve closing direction and a default spring 5 that urges the throttle valve 3 in the valve opening direction are attached to the throttle valve 3. The throttle valve 3 can be driven by a motor 6 as a driving means via a gear (not shown). In a state where the driving force by the motor 6 is not applied to the throttle valve 3, the opening TH of the throttle valve 3 is a default opening THDEF (for example, 7.TH) where the urging force of the return spring 4 and the urging force of the default spring 5 are balanced. 5 degrees). The default opening THDEF is set so that the vehicle driven by the engine 1 can be evacuated even when the throttle valve drive device fails.
[0010]
The motor 6 is connected to an electronic control unit (hereinafter referred to as “ECU”) 7 for controlling the throttle valve, and its operation is controlled by the ECU 7. The throttle valve 3 is provided with a throttle valve opening sensor 8 for detecting the throttle valve opening TH, and the detection signal is supplied to the ECU 7.
[0011]
Further, the ECU 7 includes an accelerator sensor 9 for detecting an accelerator pedal depression amount (hereinafter referred to as “accelerator pedal operation amount”) AP indicating a request output of a driver of the vehicle driven by the engine 1, and a rotation speed (rotation) of the engine 1. Speed) An engine speed sensor 11 for detecting NE, an engine water temperature sensor 12 for detecting a cooling water temperature (hereinafter referred to as “engine water temperature”) TW of the engine 1, and whether or not the clutch pedal of the vehicle is depressed. The clutch switch 13 is connected, and detection signals of these sensors and a switching signal of the clutch switch 13 are supplied to the ECU 7. Based on the switching signal of the clutch switch 13, it is detected whether or not a clutch (not shown) provided between the output shaft of the engine 1 and the input shaft of the manual transmission of the vehicle is engaged.
[0012]
The ECU 7 includes an input circuit to which a detection signal of the throttle valve opening sensor 8 and the accelerator sensor 9 is supplied, an AD conversion circuit that converts the input signal into a digital signal, a central processing unit (CPU) that executes various arithmetic processes, a CPU Are provided with a memory circuit composed of a ROM for storing a program to be executed, a map and a table referred to by the program, and a RAM for storing an operation result, and an output circuit for supplying a drive current to the motor 6. The ECU 7 determines the target opening THCMD of the throttle valve 3 according to the accelerator pedal operation amount AP, and controls the control duty (control amount) DUT of the motor 6 so that the detected throttle valve opening TH matches the target opening THCMD. And an electric signal corresponding to the control duty DUT is supplied to the motor 6. That is, the ECU 7 performs feedback control so that the throttle valve opening TH matches the target opening THCMD. This feedback control is performed, for example, by well-known PID (proportional integral derivative) control.
[0013]
FIG. 2 is a flowchart of a main routine of a process for calculating the target opening degree THCMD. This process is executed every predetermined time (for example, 10 milliseconds) by the CPU of the ECU 7.
In step S11, the target opening THCMD is calculated according to the accelerator pedal operation amount AP. Here, the target opening degree THCMD is set to be substantially proportional to the accelerator pedal operation amount AP. In step S12, it is determined whether or not the engine water temperature TW is higher than a predetermined water temperature TW0 (for example, 60 ° C.). If TW ≦ TW0, the present process is immediately terminated. Therefore, in this case, the target opening THCMD calculated in step S11 is applied as it is.
[0014]
When TW> TW0 in step S12, the sudden acceleration control process (step S13) shown in FIG. 3 and the sudden deceleration control process shown in FIG. 9 are executed (step S14). In the rapid acceleration control process, it is determined whether or not rapid acceleration is being performed. When it is determined that rapid acceleration is being performed, the rapid acceleration flag FRACC is set to “1” and the upper limit target opening THACCG is calculated. In the rapid deceleration control process, it is determined whether or not the vehicle is suddenly decelerating. When it is determined that the vehicle is suddenly decelerating, the rapid deceleration flag FRDEC is set to “1” and the lower limit target opening degree THDECG is calculated. The
[0015]
In step S15, it is determined whether or not the rapid acceleration flag FRACC is “1”. If FRACC = 0, it is determined whether or not the rapid deceleration flag FRDEC is “1” (step S18). If the rapid deceleration flag FRDEC is also “0”, this process is immediately terminated.
[0016]
If it is determined in step S15 that FRACC = 1 and rapid acceleration is being performed, it is determined whether or not the target opening THCMD calculated in step S11 is greater than or equal to the upper limit target opening THACCG (step S16). When THCMD ≧ THACCG, the target opening THCMD is changed to the upper limit target opening THACCG (step S17). On the other hand, when THCMD <THACCG, this processing is immediately terminated.
[0017]
If it is determined in step S18 that FRDEC = 1 and the vehicle is suddenly decelerating, it is determined whether or not the target opening THCMD calculated in step S11 is equal to or smaller than the lower limit target opening THDECCG (step S19). If THCMD ≦ THDECG, the target opening THCMD is changed to the lower limit target opening THDECCG (step S20). On the other hand, if THCMD> THDECCG, this processing is immediately terminated.
[0018]
FIG. 3 is a flowchart of the rapid acceleration control process executed in step S13 of FIG.
In step S31, it is determined whether or not the clutch is engaged. If the clutch is not engaged, a predetermined delay time TDLY (for example, 1 second) is set in the downcount timer TMDLY and started (step S32). ). Next, an upper limit target opening THACCG and an addition term DTHACCG described later are initialized (step S46). Specifically, both are set to a predetermined value (for example, “0”). Next, the rapid acceleration flag FRACC is set to “0” (step S47), and the target opening degree THCMD restriction process is not executed. In the subsequent step S48, the value of the upcount timer TMGOPN is reset to “0”. The upcount timer TMGOPN is a timer that measures an elapsed time from the time when the rapid acceleration flag FRACC is set to “1”.
[0019]
If it is determined in step S31 that the clutch is engaged, it is determined whether or not the value of the timer TMDLY started in step S32 is “0” (step S33). While TMDLY> 0, the process proceeds to step S46. When TMDLY = 0, the process proceeds to step S34 to determine whether or not the rapid acceleration flag FRACC is “1”. Initially, since FRACC = 0, the process proceeds to step S35, and the APX table shown in FIG. 4 is searched according to the engine speed NE to calculate a predetermined accelerator pedal operation amount APX.
[0020]
Next, it is determined whether or not the accelerator pedal operation amount AP is equal to or less than a predetermined accelerator pedal operation amount APX (step S36). If AP> APX, the process proceeds to step S46. Therefore, the rapid acceleration flag FRACC is maintained at “0”.
If AP ≦ APX in step S36, the upcount timer TMGOPN is reset to “0” (step S37), and the current value AP (n) and the previous value AP (n−1) of the accelerator pedal operation amount AP are set. Difference, that is, the change amount DAP (= AP (n) −AP (n−1)) of the accelerator pedal operation amount AP is a predetermined change amount DAPX (for example, the operation range of the accelerator pedal is in the range of 0 to 20 degrees). It is determined whether or not the value is greater than 0.0025 degrees (step S40). Here, since this process is executed, for example, every 10 milliseconds, the predetermined change amount DAPX corresponds to the change amount of the accelerator pedal operation amount AP per 10 milliseconds and corresponds to the predetermined increase speed of the accelerator pedal operation amount AP. It is a threshold to do.
[0021]
If the answer to step S40 is negative (NO), and the increase rate of the accelerator pedal operation amount AP is small, the process proceeds to step S46, and the target opening degree THCMD restriction process is not executed. If (AP (n) −AP (n−1))> DAPX in step S40, the rapid acceleration flag FRACC is set to “1” (step S41), and the process proceeds to step S42. When the rapid acceleration flag FRACC is set to “1”, in the subsequent processing, the process immediately proceeds from step S34 to step S42.
In step S42, processing for calculating the addition term DTHACCG shown in FIG. 5 is executed.
[0022]
In step S51 of FIG. 5, the DTHACCGB table shown in FIG. 6 is searched according to the value of the upcount timer TMGOPN to calculate the basic value DTHACCGB of the addition term. The DTHACCGB table is set so that the basic value DTHACCGB of the addition term increases as the value of the timer TMGOPN increases.
[0023]
In step S52, the KN table shown in FIG. 7 is searched according to the engine speed NE, and the rotation speed correction coefficient KN is calculated. The KN table is set so that the rotational speed correction coefficient KN increases as the engine rotational speed NE increases in the high rotational speed region. The reason for this setting is that when the throttle valve opening TH is constant, the engine output torque tends to decrease as the engine speed NE increases in the high speed range, so the decrease is corrected. Because.
[0024]
In step S53, it is determined whether or not the target opening THCMD is larger than a predetermined opening THLH (for example, 70 degrees). If THCMD ≦ THLH, the basic value DTHACCGB and the rotational speed correction coefficient KN are expressed by the following equation (1). Is applied to calculate the addition term DTHACCG (step S54).
DTHACCG = DTHACCGB × KN × KGR (1)
[0025]
Here, KGR is a shift correction coefficient corresponding to the selected gear ratio (shift speed), and is increased, for example, from 1.0 to 1. so as to increase as the gear ratio decreases (the shift speed increases). 7 is set. The ratio of the increase amount of the output torque to the increase amount of the throttle valve opening TH is smaller when the gear stage is at a high speed stage (for example, fifth speed) than when it is at a low speed stage (for example, first speed and second speed). Therefore, the increase amount of the target opening THCMD is increased at the high speed stage than at the low speed stage. Note that the currently selected gear ratio (gear stage) is determined based on, for example, the ratio between the vehicle traveling speed VP and the engine speed NE.
[0026]
On the other hand, if THCMD> THLH and the driver's required output is large in step S53, the addition term DTHACCG is calculated by applying the basic value DTHACCGB, the rotation speed correction coefficient KN, and the shift correction coefficient KGR to the following equation (2). (Step S55).
DTHACCG = DTHACCGB × KN × KGR × KWOT (2)
Here, KWOT is a high load correction coefficient set to about 1.6, for example.
[0027]
In the subsequent step S56, it is determined whether or not the addition term DTHACCG calculated in step S54 or S55 is larger than an upper limit value DTHACCGH (for example, 3 degrees). If it is DTHACCGH, the addition term DTHACCG is set to the upper limit value DTHACCGH (step S57).
[0028]
Returning to FIG. 3, in step S43, the addition term DTHACCG calculated in step S42 is applied to the following equation (3) to calculate the upper limit target opening THACCG.
THACCG = THCMD (n-1) + DTHACCG (3)
Here, THCMD (n-1) is the previous value of the target opening.
[0029]
In step S44, it is determined whether or not the value of the upcount timer TMGOPN is greater than or equal to a predetermined time TGOPN (for example, 0.5 seconds). If TMGOPN <TGOPN, the target opening THCMD is greater than or equal to the upper limit target opening THACCG. Is determined (step S45). If THCMD ≧ THACCG, this process is immediately terminated. Therefore, in the process of FIG. 2, the process proceeds from step S15 to step S16 to step S17, and the target opening THCMD is changed to the upper limit target opening THACCG.
[0030]
On the other hand, if THCMD <THACCG in step S45, there is no need to change (limit) the target opening THCMD, so the routine proceeds to step S46, where the target opening restriction processing during sudden acceleration is completed.
If the predetermined time TGOPN has elapsed from the time when the rapid acceleration flag FRACC is set to “1”, the answer to step S44 becomes affirmative (YES), and the process proceeds to step S46. As a result, the target opening restriction process at the time of sudden acceleration is completed.
[0031]
According to the process of FIG. 3, while the answer to step S40 is negative (NO) and the increase speed of the accelerator pedal operation amount AP is small, the process after step S41 is not executed, and the answer to step S40 is affirmative ( YES), and only when the increase speed of the accelerator pedal operation amount AP is large, the increase speed limiting process for the target opening degree THCMD is executed. Therefore, the calculation load of the CPU can be reduced as compared with the conventional case.
[0032]
FIG. 8 is a time chart for explaining the transition of the target opening THCMD during sudden acceleration. The line L1 shown in the figure shows the target opening THCMD set in proportion to the accelerator pedal operation amount AP, and the line L2 shows the transition of the target opening THCMD when the addition term DTHACCG is set to the basic value DTHACCGB. Show. A line L3 indicates the transition of the target opening THCMD when the addition term DTHACCG calculated by the above equation (2) is applied. As is apparent from this figure, when the increase speed of the accelerator pedal operation amount AP is large, the actual target opening degree THCMD is set as shown by the line L3 (therefore, the throttle valve opening degree TH changes substantially in the same manner. In addition, acceleration shock is suppressed so as not to impair the drivability during acceleration as much as possible.
[0033]
FIG. 9 is a flowchart of the rapid deceleration process executed in step S14 of FIG.
In step S61, it is determined whether or not the clutch is disengaged (is in a disengaged state). If the clutch is disengaged, the rapid deceleration flag FRDEC is set to “0” (step S71). When the clutch is in the engaged state, it is determined whether or not the rapid deceleration flag FRDEC is already set to “1” (step S62). If the answer is affirmative (YES), the process immediately proceeds to step S67, and if FRDEC = 0, it is determined whether or not the engine speed NE is higher than a predetermined high speed NEH (for example, 3000 rpm) (step). S63). When NE ≦ NEH, the process proceeds to step S71.
[0034]
If NE> NEH in step S63, the difference between the current value AP (n) of the accelerator pedal operation amount AP and the previous value AP (n-1), that is, the change amount DAP of the accelerator pedal operation amount AP is negative. It is determined whether or not it is smaller than the change amount DAPNX (for example, if the accelerator pedal operation range is in the range of 0 degrees to 20 degrees, the value is equivalent to -0.0025 degrees) (step S64). Here, since this process is executed, for example, every 10 milliseconds, the negative predetermined change amount DAPNX corresponds to the change amount of the accelerator pedal operation amount AP per 10 milliseconds, and the predetermined decrease speed of the accelerator pedal operation amount AP. Is a threshold corresponding to.
[0035]
If (AP (n) −AP (n−1)) ≧ DAPNX in step S64, the process proceeds to step S71. If (AP (n) −AP (n−1)) <DAPNX, The deceleration flag FRDEC is set to “1” (step S65).
In step S67, the DTHDECCG table shown in FIG. 10 is searched according to the engine speed NE, and the subtraction term DTHDECCG is calculated. The DTHDECCG table is set so that the subtraction term DTHDECCG increases as the engine speed NE increases. In step S69, the previous value THCMD (n-1) of the target opening and the subtraction term DTHDECCG are applied to the following equation (4) to calculate the lower limit target opening THDECG.
THDECCG = THCMD (n-1) −DTHDECG (4)
[0036]
Next, it is determined whether or not the target opening THCMD (current value) is greater than or equal to the lower limit target opening THDECCG (step S70). If THCMD <THDECCG, this processing is immediately terminated. Thereby, in the process of FIG. 2, the target opening THCMD is changed to the lower limit target opening THDECCG (step S20). On the other hand, when THCMD ≧ THDECG, the reduction rate of the target opening degree THCMD is small, and therefore the reduction rate restriction process is not necessary. Accordingly, the process proceeds to step S71, and the rapid deceleration flag FRDEC is returned to “0”.
[0037]
FIG. 11 is a time chart showing the transition of the target opening THCMD during sudden deceleration. Line L4 indicates the target opening THCMD set substantially in proportion to the accelerator pedal operation amount AP, and line L5 indicates the target opening THCMD changed to the lower limit target opening THMECG. Thus, at the time of rapid deceleration when the change amount DAP of the accelerator pedal operation amount AP is smaller than the negative predetermined change amount DAPNX, the decrease speed of the target opening THCMD is a decrease speed determined by the subtraction term DTHDECCG corresponding to the engine speed NE. Therefore, the shock at the time of deceleration can be reduced. If the deceleration speed (| DAP |) of the accelerator pedal operation amount AP is equal to or less than the predetermined deceleration speed (| DAPNX |), the target opening reduction speed limiting process is not performed, and the deceleration speed of the accelerator pedal operation amount is the predetermined deceleration speed. Since the limiting process is started from the point of time exceeding the limit, the calculation load of the CPU can be reduced as compared with the conventional method, and the limiting process is performed according to the engine speed, so that the speed is reduced within a range that does not impair the operability. Shock can be moderately suppressed.
[0038]
In the present embodiment, the motor 6 corresponds to the drive means, the accelerator sensor 9 corresponds to the accelerator operation amount detection means, and the engine speed sensor 11 corresponds to the rotation speed detection means. The ECU 7 constitutes target opening setting means, drive control means, and limiting means. More specifically, step S11 in FIG. 2 corresponds to the target opening setting means, and a process (not shown) for determining the control duty DUT of the motor 6 so that the throttle valve opening TH matches the target opening THCMD. ) Corresponds to drive control means, and the processing of FIGS. 3, 5, and 9 and steps S13 to S20 of FIG. 2 correspond to restriction means.
[0039]
The present invention is not limited to the embodiment described above, and various modifications can be made. For example, according to the process of FIG. 5 described above, the target opening degree THCMD is limited over a predetermined time TGOPN, and the target opening degree THCMD is changed as shown in FIG. Increase speed changes. In FIG. 12A, a line L11 indicates a target opening THCMD proportional to the accelerator pedal operation amount AP, a line L12 indicates a limited target opening THCMD when the shift speed is 5th, and a line 13 indicates The limited target opening degree THCMD when the gear position is the first speed is shown. The target opening THCMD is limited in this way because the predetermined time TGOPN is constant and the shift correction coefficient KGR is set in accordance with the shift speed. Instead, the shift correction coefficient KGR may always be “1.0”, and the predetermined time TGOPN may be changed according to the shift speed. FIGS. 12B and 12C are time charts for explaining such a modified example. A line L21 indicates a target opening THCMD proportional to the accelerator pedal operation amount AP, and a line 22 indicates a shift stage. The limited target opening degree THCMD in the case of the first speed is shown, and the line 23 shows the limited target opening degree THCMD in the case where the shift speed is the sixth speed. That is, in this modified example, the predetermined time TGOPN is set to decrease as the gear ratio decreases (as the gear speed becomes higher).
[0040]
Further, instead of the rotational speed correction coefficient KN applied to the above formulas (1) and (2), an accelerator pedal operation speed correction coefficient KDAP calculated according to the increasing speed of the accelerator pedal operation amount AP is expressed by the formula (1) and You may make it apply to (2). In this case, the accelerator pedal operation speed correction coefficient KDAP is set to increase as the increase speed of the accelerator pedal operation amount AP increases.
[0041]
The present invention can also be applied to control of a throttle valve drive device applied to a marine vessel propulsion engine such as an outboard motor having a vertical crankshaft.
[0042]
【The invention's effect】
As described in detail above, according to the first aspect of the present invention, the increasing speed of the target opening degree is limited according to the elapsed time from the time when the increasing speed of the accelerator pedal operation amount exceeds the predetermined increasing speed. . In other words, if the increase speed of the accelerator pedal operation amount is equal to or less than the predetermined increase speed, the target opening degree increase speed restriction process is not performed, and the restriction process starts when the acceleration pedal operation amount increase speed exceeds the predetermined increase speed. Therefore, the calculation load can be reduced as compared with the conventional case. In addition, since the restriction process is performed so that the restriction on the increase speed is relaxed as the elapsed time from when the acceleration pedal operation amount exceeds the predetermined increase speed, the acceleration shock is applied within the range that does not impair drivability. Can be moderately suppressed.
[0043]
According to the second aspect of the present invention, the rate of decrease in the target opening degree is limited according to the engine rotational speed from the time when the rate of decrease in the accelerator pedal operation amount exceeds the predetermined rate of decrease. In other words, if the deceleration speed of the accelerator pedal operation amount is equal to or less than the predetermined reduction speed, the target opening decrease speed limiting process is not performed, and the limiting process starts when the acceleration pedal operation amount decrease speed exceeds the predetermined reduction speed. Therefore, the calculation load can be reduced as compared with the conventional case. Moreover, since the restriction process according to the engine speed is performed, it is possible to moderately suppress the deceleration shock as long as the drivability is not impaired.
[Brief description of the drawings]
FIG. 1 is a diagram illustrating a configuration of a throttle valve driving device and a control device thereof according to an embodiment of the present invention.
FIG. 2 is a flowchart of processing for calculating a target opening degree (THCMD).
FIG. 3 is a flowchart of processing for determining a target opening degree at the time of rapid acceleration.
4 is a diagram showing an APX table used in the processing of FIG. 3. FIG.
FIG. 5 is a flowchart of processing for calculating an addition term (DTHACCG) applied during rapid acceleration.
6 is a diagram showing a DTHACCGB table used in the processing of FIG. 5. FIG.
7 is a diagram showing a KN table used in the processing of FIG.
FIG. 8 is a time chart for explaining the transition of the target opening (THCMD) during sudden acceleration.
FIG. 9 is a flowchart of a process for calculating a subtraction term (DTHDECG) applied during sudden deceleration.
10 is a diagram showing a DTHDECCG table used in the processing of FIG. 9. FIG.
FIG. 11 is a time chart for explaining the transition of the target opening degree (THCMD) during sudden deceleration.
FIG. 12 is a time chart for explaining a modification of control during acceleration.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 Internal combustion engine 2 Intake passage 3 Throttle valve 6 Motor (drive means)
7 Electronic control unit (target opening setting means, drive control means, limiting means)
9 Accelerator sensor (Accelerator operation amount detection means)
10 Throttle valve drive device 11 Engine speed sensor (rotation speed detection means)

Claims (2)

In a control device for a throttle valve drive device having a drive means for driving a throttle valve provided in an intake system of an internal combustion engine mounted on a vehicle,
An accelerator operation amount detection means for detecting an operation amount of an accelerator pedal of the vehicle;
Target opening setting means for setting a target opening of the throttle valve opening based on the accelerator pedal operation amount;
Drive control means for controlling the drive means so that the throttle valve opening becomes the target opening;
Limiting means for limiting the increase speed of the target opening according to the elapsed time from the time when the increase speed of the accelerator pedal operation amount exceeds a predetermined increase speed ;
It said limiting means, the control device of the throttle valve driving apparatus which is characterized that you less restrictive of the increasing rate as the elapsed time increases. Further comprising a rotational speed detecting means for detecting a rotational speed before SL engine,
Said limiting means, claims decreasing speed of the accelerator pedal operation amount is characterized and Turkey to limit the time exceeds a predetermined reduction rate, the rate of decrease in the target opening according to the rotational speed of said engine 2. A control device for a throttle valve drive device according to 1 .

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