JP4100032B2 - Throttle control device for internal combustion engine - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to a throttle control device for an internal combustion engine that prevents an overspeed of the internal combustion engine.
[0002]
[Prior art]
Conventionally, it is known that when the engine speed of the internal combustion engine exceeds a predetermined rotation speed, the rotational speed control by fuel cut is executed to prevent over-rotation of the internal combustion engine. Here, prevention of over-rotation of the internal combustion engine is mainly aimed at preventing damage to engine parts, preventing overheating of the exhaust system, and reducing fuel consumption.
[0003]
By the way, the rotational speed control by the fuel cut for preventing the excessive rotation at the time of high speed rotation of the internal combustion engine generally performs the fuel injection from the injector (fuel injection valve) when the engine rotational speed exceeds a predetermined rotational speed. It is done by stopping. In such rotation speed control by fuel cut at high speed rotation, the internal combustion engine continues to rotate at a high speed in a hunted state, and therefore, shock vibration and fuel consumption deterioration due to this hunting occur.
[0004]
As a prior art document for dealing with this, what is disclosed in Japanese Utility Model Publication No. 6-6211 is known. In addition to the throttle valve that opens and closes following the amount of accelerator pedal depression, a sub-throttle valve that is opened and closed by an actuator by a control signal from an electronic control unit is provided separately from the amount of accelerator pedal depression. . Then, when the predetermined operating state is reached, the sub-throttle valve is gradually controlled to the closed side, thereby preventing over-rotation of the internal combustion engine without performing the rotational speed control by the fuel cut on the internal combustion engine. It is said that shock vibration due to hunting is prevented.
[0005]
[Problems to be solved by the invention]
However, in the above-mentioned, only the case of the racing state in which the engine speed is equal to or higher than the predetermined value and the engine temperature is equal to or higher than the predetermined value when the vehicle is stopped and the internal combustion engine is in a no-load state (idle state) is considered. . In other words, the prevention of over-rotation of the internal combustion engine during traveling of the vehicle is not taken into consideration, and if the rotational speed control by fuel cut is performed on the internal combustion engine at high speed rotation during traveling of the vehicle, the hunting of the internal combustion engine is similar to the above. There was a problem that shock vibration caused by.
[0006]
Accordingly, the present invention has been made to solve such a problem, and is a throttle control device for an internal combustion engine capable of suppressing shock vibration caused by hunting of the internal combustion engine when preventing over-rotation of the internal combustion engine while the vehicle is running. Is a challenge.
[0007]
[Means for Solving the Problems]
According to the throttle control device for an internal combustion engine of claim 1, when it is determined that the engine rotational speed of the internal combustion engine detected by the rotational speed detection means by the throttle control means is higher than a predetermined rotational speed and is in an overspeed state, the accelerator is opened. Regardless of the amount of accelerator opening according to the accelerator pedal depression amount detected by the degree detecting means, that is, regardless of the control amount for matching the throttle opening set by the control amount calculating means, the throttle The throttle opening of the valve is controlled to a predetermined target throttle opening set according to the operating state of the internal combustion engine. As a result, over-rotation of the internal combustion engine during traveling of the vehicle is prevented, and deterioration of shock vibration and fuel consumption due to hunting of the internal combustion engine at this time is suppressed.
Further, the target throttle opening is set according to the gear position of the transmission. In other words, when the engine speed of the internal combustion engine becomes higher than the predetermined speed and it is determined that the engine is in an overspeed state, the target throttle opening set according to the gear position at that time as the operating state of the internal combustion engine is controlled. Is done. As a result, over-rotation of the internal combustion engine during traveling of the vehicle is prevented, and deterioration of shock vibration and fuel consumption due to hunting of the internal combustion engine at this time is suppressed.
[0008]
In the throttle control means of the throttle control device for an internal combustion engine according to claim 2, when the engine rotational speed of the internal combustion engine is increased to a predetermined rotational speed and it is determined that the engine is in an overspeed state, the internal combustion engine is controlled regardless of the magnitude of the accelerator opening. Rotational speed control by fuel cut for the engine is used together, and the throttle opening of the throttle valve is controlled to a predetermined target throttle opening set according to the operating state of the internal combustion engine. As a result, even when the engine rotational speed exceeds the predetermined rotational speed and greatly overshoots, the effect of smoothing the behavior until reaching the predetermined rotational speed can be obtained in a short time.
[0010]
Claim3In the internal combustion engine throttle control apparatus, the target throttle opening is corrected in accordance with at least one of the atmospheric pressure, the intake air temperature, the cooling water temperature, the lubricating oil temperature of the internal combustion engine, and the transmission oil temperature. That is, when the engine speed of the internal combustion engine becomes higher than a predetermined speed and it is determined that the engine is in an overspeed state, the target throttle opening set according to the operation state of the internal combustion engine is changed to the atmospheric pressure and the suction at that time. Correction is made according to at least one of the temperature, the coolant temperature, the oil temperature of the lubricating oil of the internal combustion engine, and the oil temperature of the transmission. As a result, over-rotation of the internal combustion engine during traveling of the vehicle is prevented, and deterioration of shock vibration and fuel consumption due to hunting of the internal combustion engine at this time is suppressed.
[0011]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described based on examples.
[0012]
FIG. 1 is a schematic configuration diagram showing an internal combustion engine to which a throttle control device for an internal combustion engine according to an embodiment of the present invention is applied and its peripheral devices.
[0013]
In FIG. 1, an internal combustion engine 1 is configured, for example, as a 4-cylinder, 4-cycle spark ignition type, and the intake air from the upstream side is an air cleaner 2, an intake passage 3, and a DC motor 4 as an actuator constituting a known electronic throttle mechanism. Is passed through the throttle valve 5, the surge tank 6 and the intake manifold 7 which are driven to open and close by the fuel, and is mixed with the fuel injected from the injector (fuel injection valve) 8 in the intake manifold 7, and each mixture as a predetermined air-fuel ratio mixture Distributed to cylinders. An igniter 10 directly connected to an ignition plug 9 provided in each cylinder of the internal combustion engine 1 receives an ignition signal from an ECU (Electronic Control Unit) 30 to be described later. The air-fuel mixture is burned at a predetermined timing by spark ignition of the spark plug 9.
[0014]
The exhaust gas after combustion passes through the exhaust manifold 11 and the exhaust passage 12, and is provided in the exhaust passage 12, and in the three-way catalyst 13 carrying a catalyst component such as platinum and rhodium and an additive such as cerium and lanthanum. Harmful components such as CO, HC and NOx are purified and discharged into the atmosphere. An air-fuel ratio (A / F) sensor 14 is provided upstream of the exhaust passage 12 where the three-way catalyst 13 is provided, and the air-fuel ratio λ of the exhaust gas discharged from the internal combustion engine 1 by the air-fuel ratio sensor 14. A linear voltage signal VOX1 corresponding to is detected.
[0015]
An intake air temperature sensor 21 is provided downstream of the air cleaner 2, and the intake air temperature THA [° C.] passing through the air cleaner 2 is detected by the intake air temperature sensor 21. An air flow meter 22 is provided in the intake passage 3 on the downstream side of the air cleaner 2, and the intake air amount GN [g / rev] passing through the air cleaner 2 is detected by the air flow meter 22. The throttle valve 5 is provided with a throttle opening sensor 23. The throttle opening sensor 23 detects an analog signal corresponding to the throttle opening TA [°] and the throttle valve 5 is almost fully closed. It is detected by an on / off signal from an idle switch (not shown).
[0016]
The surge tank 6 is provided with an intake pressure sensor 24, and the intake pressure sensor 24 detects the intake pressure PM [kPa]. A water temperature sensor 25 is provided in the cylinder block of the internal combustion engine 1, and the coolant temperature THW [° C.] of the internal combustion engine 1 is detected by the water temperature sensor 25. In addition, a crank angle sensor 26 is provided on the crankshaft (not shown) of the internal combustion engine 1, and the engine rotation speed NE [rpm] of the internal combustion engine 1 is detected by the crank angle sensor 26. Further, the accelerator opening degree Ap [°] corresponding to the accelerator pedal depression amount of the driver by the accelerator opening degree sensor 27, the vehicle speed SPD [km / h] by the vehicle speed sensor 28, and the shift mounted on the vehicle by the gear position sensor 29. The gear position GP of the machine (not shown) is detected.
[0017]
The ECU 30 that controls the operating state of the internal combustion engine 1 includes a CPU 31 as a central processing unit that executes various known arithmetic processes, a ROM 32 that stores control programs and control maps, a RAM 33 that stores various data, and a B / U (backup). The logical operation circuit includes a RAM 34, an input / output circuit 35, a bus line 36 for connecting them, and the like.
[0018]
Based on the voltage signal VOX1 from the air-fuel ratio sensor 14 input to the ECU 30 via the input / output circuit 35, the air-fuel ratio of the air-fuel mixture based on the exhaust gas is determined. In addition, the intake air temperature from the intake air temperature sensor 21 is input to the ECU 30 via the input / output circuit 35.THA, Intake air amount GN from air flow meter 22, throttle opening TA from throttle opening sensor 23, intake pressure PM from intake pressure sensor 24, cooling water temperature THW from water temperature sensor 25, engine rotation from crank angle sensor 26 Various sensor signals such as the speed NE, the accelerator opening Ap from the accelerator opening sensor 27, the vehicle speed SPD from the vehicle speed sensor 28, and the gear position GP from the gear position sensor 29 are input, and control for the DC motor 4 is performed based on these signals. The amount DV, the fuel injection amount TAU for the injector 8, the ignition timing Ig for the igniter 10, etc. are calculated, and control signals are output to the DC motor 4, the injector 8, the igniter 10, etc. via the input / output circuit 35.
[0019]
Next, based on the flowchart of FIG. 2 which shows the processing procedure of the target throttle opening calculation in the throttle control of CPU31 in ECU30 used with the throttle control apparatus of the internal combustion engine concerning one Example of embodiment of this invention. This will be described with reference to FIG. Here, FIG. 3 is a time chart showing transition states of various sensor signals and various control amounts corresponding to the processing of FIG. The target throttle opening calculation routine is repeatedly executed by the CPU 31 at predetermined time intervals.
[0020]
In FIG. 2, it is determined in step S101 whether or not the engine speed NE [rpm] of the internal combustion engine 1 is equal to or higher than a preset predetermined speed NEth [rpm]. When the determination condition of step S101 is satisfied, that is, when the engine speed NE at this time is high as the predetermined speed NEth or higher (time t01 to time t02 shown in FIG. 3), the process proceeds to step S102, and the gear position GP is set as a parameter. The target throttle opening degree TGTA [°] corresponding to the gear position GP is calculated by the table, and this routine is finished.
[0021]
As shown in FIG. 3, the predetermined rotational speed NEth includes a hysteresis amount ΔNEth for preventing the setting of the target throttle opening TGTA from being released due to the behavior until the engine rotational speed NE settles at the predetermined rotational speed NEth. Is provided. On the other hand, if the determination condition in step S101 is not satisfied, that is, if the engine speed NE at this time is low and less than the predetermined speed NEth (before time t01 or after time t02 shown in FIG. 3), do nothing. This routine is finished without.
[0022]
According to the above-described routine, at time t01 to time t02 shown in FIG. 3 when the engine speed NE of the internal combustion engine 1 is equal to or higher than the predetermined speed NEth, the accelerator opening Ap corresponding to the driver's accelerator pedal depression amount is large. Regardless, the throttle opening degree TA is set to the target throttle opening degree TGTA corresponding to the current gear position GP. Note that the timing of releasing the setting of the target throttle opening TGTA with respect to the throttle opening TA is such that the accelerator opening Ap corresponding to the driver's accelerator pedal depression amount becomes smaller and the engine rotational speed NE becomes equal to or higher than the predetermined rotational speed NEth. (Time t02 shown in FIG. 3) when it is lower than the accelerator opening at the time (time t01 shown in FIG. 3). Thereby, it is possible to prevent over-rotation of the internal combustion engine 1 during traveling of the vehicle, and to suppress shock vibration and deterioration of fuel consumption due to hunting of the internal combustion engine 1 at this time.
[0023]
As described above, the throttle control device for the internal combustion engine of the present embodiment corresponds to the crank angle sensor 26 as the rotational speed detecting means for detecting the engine rotational speed NE of the internal combustion engine 1 and the depression amount of the accelerator pedal (not shown). An accelerator opening sensor 27 as an accelerator opening detecting means for detecting the accelerator opening Ap, and a control amount for making the throttle opening TA of the throttle valve 5 coincide with the throttle opening set based on the accelerator opening Ap. Control amount calculation means achieved by the ECU 30 for calculating DV, and the DC motor 4 as an actuator are driven based on the control amount DV calculated by the control amount calculation means to control the throttle opening TA of the throttle valve 5 Throttle control means achieved by the ECU 30, and the throttle control means has an engine rotational speed NE. When the rotation speed is equal to or greater than the constant rotation speed NEth, the throttle opening degree TA of the throttle valve 5 is set to a predetermined target throttle opening degree TGTA set according to the operating state of the internal combustion engine 1 regardless of the magnitude of the accelerator opening degree Ap. It is something to control. Further, the throttle control device for an internal combustion engine according to the present embodiment sets the target throttle opening TGTA according to the gear position GP of the transmission (not shown).
[0024]
That is, when the engine speed NE of the internal combustion engine 1 is higher than the predetermined speed NEth and it is determined that the engine is in an overspeed state, the accelerator opening degree Ap from the accelerator opening degree sensor 27 that detects the driver's accelerator pedal depression amount is detected. The throttle opening degree TA of the throttle valve 5 is controlled to the target throttle opening degree TGTA set according to the current gear position GP from the gear position sensor 29 of the transmission as the operating state of the internal combustion engine 1 Is done. Thereby, it is possible to prevent over-rotation of the internal combustion engine 1 during traveling of the vehicle, and to suppress shock vibration and deterioration of fuel consumption due to hunting of the internal combustion engine 1 at this time.
[0025]
Next, a first modified example of the processing procedure of target throttle opening calculation in the throttle control of the CPU 31 in the ECU 30 used in the throttle control device of the internal combustion engine according to an example of the embodiment of the present invention will be shown. Based on the flowchart of FIG. 4, it demonstrates with reference to the above-mentioned time chart of FIG. The target throttle opening calculation routine is repeatedly executed by the CPU 31 at predetermined time intervals.
[0026]
In FIG. 4, in step S201, it is determined whether the engine speed NE [rpm] of the internal combustion engine 1 is equal to or higher than a preset predetermined speed NEth [rpm]. When the determination condition of step S201 is satisfied, that is, when the engine rotational speed NE at this time is as high as the predetermined rotational speed NEth or higher (time t01 to time t02 shown in FIG. 3), the routine proceeds to step S202, and the intake air as a load The target throttle opening degree TGTA [°] corresponding to the intake air amount GN is calculated from a table with the amount GN [g / rev] as a parameter, and this routine is terminated. In the table used in step S202 of FIG. 4, the target throttle opening TGTA with respect to the intermediate value of the intake air amount GN is calculated by interpolation calculation. On the other hand, if the determination condition of step S201 is not satisfied, that is, if the engine speed NE at this time is lower than the predetermined speed NEth (before time t01 or after time t02 shown in FIG. 3), do nothing. This routine is finished without.
[0027]
According to the above-described routine, at time t01 to time t02 shown in FIG. 3 when the engine speed NE of the internal combustion engine 1 is equal to or higher than the predetermined speed NEth, the accelerator opening Ap corresponding to the driver's accelerator pedal depression amount is large. Regardless, the throttle opening degree TA is set to the target throttle opening degree TGTA corresponding to the current intake air amount GN. Thereby, it is possible to prevent over-rotation of the internal combustion engine 1 during traveling of the vehicle, and to suppress shock vibration and deterioration of fuel consumption due to hunting of the internal combustion engine 1 at this time.
[0028]
As described above, the throttle control device for the internal combustion engine of the present modification sets the target throttle opening TGTA according to the intake air amount GN as the load of the internal combustion engine 1. That is, when the engine rotational speed NE of the internal combustion engine 1 becomes higher than the predetermined rotational speed NEth and it is determined that the engine is in an overspeed state, the target throttle set according to the current intake air amount GN as the operating state of the internal combustion engine 1 is determined. The opening degree TGTA is controlled. Thereby, it is possible to prevent over-rotation of the internal combustion engine 1 during traveling of the vehicle, and to suppress shock vibration and deterioration of fuel consumption due to hunting of the internal combustion engine 1 at this time.
[0029]
Next, a second modification of the processing procedure of target throttle opening calculation in the throttle control of the CPU 31 in the ECU 30 used in the throttle control device of the internal combustion engine according to an example of the embodiment of the present invention will be shown. Based on the flowchart of FIG. 5, it demonstrates with reference to the above-mentioned time chart of FIG. The target throttle opening calculation routine is repeatedly executed by the CPU 31 at predetermined time intervals.
[0030]
In FIG. 5, it is determined in step S301 whether or not the engine speed NE [rpm] of the internal combustion engine 1 is equal to or higher than a preset predetermined speed NEth [rpm]. When the determination condition of step S301 is satisfied, that is, when the engine rotational speed NE at this time is higher than the predetermined rotational speed NEth (time t01 to time t02 shown in FIG. 3), the process proceeds to step S302, and the gear position GP and load The target throttle opening TGTA [°] corresponding to the gear position GP and the intake air amount GN is calculated using a table with the intake air amount GN [g / rev] as a parameter, and this routine is terminated. In the table shown in step S302 of FIG. 5, the target throttle opening TGTA with respect to the intermediate value of the intake air amount GN is calculated by interpolation calculation. On the other hand, if the determination condition of step S301 is not satisfied, that is, if the engine speed NE at this time is low and less than the predetermined speed NEth (before time t01 or after time t02 shown in FIG. 3), do nothing. This routine is finished without.
[0031]
According to the above-described routine, at time t01 to time t02 shown in FIG. 3 when the engine speed NE of the internal combustion engine 1 is equal to or higher than the predetermined speed NEth, the accelerator opening Ap corresponding to the driver's accelerator pedal depression amount is large. Regardless, the throttle opening degree TA is set to the target throttle opening degree TGTA corresponding to the current gear position GP and the current intake air amount GN. Thereby, it is possible to prevent over-rotation of the internal combustion engine 1 during traveling of the vehicle, and to suppress shock vibration and deterioration of fuel consumption due to hunting of the internal combustion engine 1 at this time.
[0032]
As described above, the internal combustion engine throttle control apparatus according to the present modification sets the target throttle opening TGTA according to the gear position GP of the transmission (not shown) and the intake air amount GN as the load of the internal combustion engine 1. It is. That is, when the engine rotational speed NE of the internal combustion engine 1 becomes higher than the predetermined rotational speed NEth and it is determined that the engine is in an overspeed state, the operation state of the internal combustion engine 1 depends on the current gear position GP and the current intake air amount GN. The target throttle opening TGTA set in the above is controlled. Thereby, it is possible to prevent over-rotation of the internal combustion engine 1 during traveling of the vehicle, and to suppress shock vibration and deterioration of fuel consumption due to hunting of the internal combustion engine 1 at this time.
[0033]
Next, a third modification of the processing procedure of target throttle opening calculation in the throttle control of the CPU 31 in the ECU 30 used in the throttle control device of the internal combustion engine according to an example of the embodiment of the present invention will be shown. Based on the flowchart of FIG. 6, it demonstrates with reference to the above-mentioned time chart of FIG. The target throttle opening calculation routine is repeatedly executed by the CPU 31 at predetermined time intervals.
[0034]
In FIG. 6, in step S401, it is determined whether the engine speed NE [rpm] of the internal combustion engine 1 is equal to or higher than a preset predetermined speed NEth [rpm]. If the determination condition in step S401 is satisfied, that is, if the engine speed NE at this time is as high as the predetermined speed NEth or higher (time t01 to time t02 shown in FIG. 3), the process proceeds to step S402, and the gear position GP is set as a parameter. The temporary target throttle opening TTGTA [°] corresponding to the gear position GP is calculated by the table as follows. Next, the process proceeds to step S403, and the target throttle opening correction amount CTGTA corresponding to the atmospheric pressure PA is calculated by a table using the atmospheric pressure PA [kPa] detected by the atmospheric pressure sensor (not shown) as a parameter. . In the table shown in step S403 of FIG. 6, the target throttle opening correction amount CTGTA with respect to the intermediate value of the atmospheric pressure PA is calculated by interpolation calculation.
[0035]
Next, the process proceeds to step S404, and the target throttle opening degree TGTA [°] is calculated by multiplying the temporary target throttle opening degree TTGTA calculated in step S402 by the target throttle opening degree correction amount CTGTA calculated in step S403. This routine ends. On the other hand, if the determination condition in step S401 is not satisfied, that is, if the engine speed NE at this time is low and less than the predetermined speed NEth (before time t01 or after time t02 shown in FIG. 3), do nothing. This routine is finished without.
[0036]
According to the above-described routine, at time t01 to time t02 shown in FIG. 3 when the engine speed NE of the internal combustion engine 1 is equal to or higher than the predetermined speed NEth, the accelerator opening Ap corresponding to the driver's accelerator pedal depression amount is large. Regardless of this, the target throttle opening TA is determined by considering the target throttle opening correction amount CTGTA corresponding to the current atmospheric pressure PA with respect to the temporary target throttle opening TTGTA corresponding to the current gear position GP. Set to TGTA. Thereby, it is possible to prevent over-rotation of the internal combustion engine 1 during traveling of the vehicle, and to suppress shock vibration and deterioration of fuel consumption due to hunting of the internal combustion engine 1 at this time.
[0037]
As described above, when setting the target throttle opening TGTA, the throttle control device for the internal combustion engine of the present modification sets the temporary target throttle opening TTGTA according to the gear position GP of the transmission (not shown). The temporary target throttle opening degree TTGTA is corrected with a target throttle opening correction amount CTGTA corresponding to the atmospheric pressure PA. That is, when the engine speed NE of the internal combustion engine 1 becomes higher than the predetermined rotational speed NEth and is determined to be in an overspeed state, the temporary target throttle set according to the current gear position GP as the operation state of the internal combustion engine 1 is determined. The opening degree TTGTA is controlled to the target throttle opening degree correction amount CTGTA corrected by the target throttle opening degree correction amount CTGTA corresponding to the current atmospheric pressure PA. Thereby, it is possible to prevent over-rotation of the internal combustion engine 1 during traveling of the vehicle, and to suppress shock vibration and deterioration of fuel consumption due to hunting of the internal combustion engine 1 at this time.
[0038]
Next, the time chart of FIG. 7 shows the case where the rotational speed control by the fuel cut for the internal combustion engine 1 is performed in combination with the throttle control for preventing the overspeed of the internal combustion engine 1 according to the above-described embodiments and modifications. Will be described with reference to FIG.
[0039]
From time t11 to time t16 shown in FIG. 7, the engine rotational speed NE of the internal combustion engine 1 is equal to or higher than the predetermined rotational speed NEth1, and therefore the throttle opening regardless of the magnitude of the accelerator opening Ap corresponding to the driver's accelerator pedal depression amount. The opening degree TA is set to the target throttle opening degree TGTA corresponding to the current gear position GP, the current intake air amount GN, and the like. For this reason, the same throttle control as in the above-described embodiments and modifications is executed.
[0040]
Further, when the engine rotational speed NE of the internal combustion engine 1 exceeds the predetermined rotational speed NEth1 and exceeds the predetermined rotational speed NEth2 due to overshoot as shown after time t11 shown in FIG. 7, the fuel cut execution flag is set to “ON”. " When the fuel cut execution flag is “ON”, the known rotational speed control by the fuel cut for the internal combustion engine 1 is executed. That is, in the period from time t12 to time t13 and time t14 to time t15 shown in FIG. 7, in addition to setting the throttle opening TA to the target throttle opening TGTA by the throttle control for the internal combustion engine 1, the fuel cut to the internal combustion engine 1 is performed. The fuel injection from the injector 8 to the internal combustion engine 1 is stopped in combination with the rotational speed control by.
[0041]
The timing at which the fuel cut execution flag becomes “OFF (off)” is when the engine rotational speed NE falls below the hysteresis amount ΔNEth2 provided for the predetermined rotational speed NEth2 (time t13 shown in FIG. 7 or Time t15). Thereby, it is possible to prevent over-rotation of the internal combustion engine 1 during traveling of the vehicle, and to suppress shock vibration and deterioration of fuel consumption due to hunting of the internal combustion engine 1 at this time.
[0042]
The throttle control means achieved by the ECU 30 of the throttle control device for such an internal combustion engine is such that when the engine rotational speed NE is higher than the predetermined rotational speed NEth1 and higher than the predetermined rotational speed NEth2, it is determined that the engine is in an overspeed state. Regardless of the magnitude of the accelerator opening Ap, a predetermined target throttle is set in which the throttle opening TA of the throttle valve 5 is set in accordance with the operating state of the internal combustion engine 1 in combination with the rotational speed control by fuel cut for the internal combustion engine 1. The opening degree TGTA is controlled, and in addition to the same operations and effects as in the above-described embodiments and modifications, the predetermined rotational speed is obtained even when the engine rotational speed NE exceeds the predetermined rotational speed NEth1 and greatly overshoots. The behavior until the speed reaches NEth1 can be made smooth in a short time.
[Brief description of the drawings]
FIG. 1 is a schematic configuration diagram showing an internal combustion engine and its peripheral devices to which a throttle control device for an internal combustion engine according to an embodiment of the invention is applied.
FIG. 2 is a flowchart showing a processing procedure for calculating a target throttle opening in throttle control of a CPU in an ECU used in a throttle control device for an internal combustion engine according to an embodiment of the present invention. is there.
FIG. 3 is a time chart showing transition states of various sensor signals and various control amounts corresponding to the processing of FIG. 2;
FIG. 4 is a flowchart showing a first modification of the processing procedure of target throttle opening calculation in FIG. 2;
FIG. 5 is a flowchart showing a second modification of the processing procedure for calculating the target throttle opening in FIG. 2;
FIG. 6 is a flowchart showing a third modification of the processing procedure for calculating the target throttle opening in FIG.
FIG. 7 is a graph showing a control of the rotational speed by fuel cut for the internal combustion engine in addition to the throttle control in the CPU in the ECU used in the throttle control device for the internal combustion engine according to an embodiment of the present invention. It is a time chart which shows transition states, such as various sensor signals and various control amounts corresponding to the case where it carries out together.
[Explanation of symbols]
1 Internal combustion engine
4 DC motor (actuator)
5 Throttle valve
26 Crank angle sensor (rotational speed detection means)
27 Accelerator opening sensor (Accelerator opening detecting means)
29 Gear position sensor
30 ECU (Electronic Control Unit)

Claims (3)

Rotation speed detection means for detecting the engine rotation speed of the internal combustion engine;
An accelerator opening detecting means for detecting an accelerator opening corresponding to the amount of depression of the accelerator pedal;
Control amount calculation means for calculating a control amount for making the throttle opening of the throttle valve coincide with the throttle opening set based on the accelerator opening;
Throttle control means for driving an actuator based on the control amount calculated by the control amount calculating means and controlling the throttle opening of the throttle valve;
When the engine rotational speed is equal to or higher than a predetermined rotational speed, the throttle control means sets the throttle opening of the throttle valve to the gear of the transmission in the operating state of the internal combustion engine regardless of the accelerator opening. A throttle control device for an internal combustion engine, which controls to a predetermined target throttle opening set according to the position . When the engine speed exceeds a predetermined speed, the throttle control means uses the speed control by fuel cut for the internal combustion engine regardless of the accelerator opening, and throttles the throttle valve. 2. The throttle control device for an internal combustion engine according to claim 1, wherein the opening is controlled to a predetermined target throttle opening set in accordance with an operating state of the internal combustion engine. The target throttle opening is corrected according to at least one of atmospheric pressure, intake air temperature, cooling water temperature, oil temperature of lubricating oil of the internal combustion engine, and oil temperature of the transmission. Or the throttle control apparatus of the internal combustion engine of Claim 2 .

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