JP5359839B2 - Control device for internal combustion engine - Google Patents

Description

  The present invention relates to an internal combustion engine control device, and more particularly to an internal combustion engine control device suitable for controlling an electronically controlled throttle of an internal combustion engine mounted on a vehicle.

  Conventionally, as disclosed in Patent Document 1, for example, an electronically controlled throttle disposed in an intake passage of an internal combustion engine is known. Further, this publication discloses that the amount of depression of the accelerator pedal (accelerator opening) is set as a driver request, and the operation of the electronically controlled throttle (throttle opening) is controlled according to this.

JP-A-2005-248800 JP 2009-174328 A

  By the way, in controlling the operation of the electronic control throttle, it is known that not only the above-described driver request but also a control request based on the vehicle state other than the driver operation is input. This control request is intended to improve drivability. However, if the control request is increased in order to improve drivability and the like, the integrated operation amount of the throttle also increases. An increase in the integrated operation amount of the throttle affects the durability of the throttle. The durability of the throttle is determined so as to satisfy the total mileage that the vehicle must guarantee. However, if the durability of the throttle is simply determined based on the worst value of the integrated operation amount, the cost increases. . Further, the optimum durability at the design stage is not easy because the throttle operation amount varies depending on the driver characteristics and the driving environment.

  The present invention has been made to solve the above-described problems, and controls an internal combustion engine capable of controlling the operation of the throttle so that the integrated operation amount of the throttle does not exceed the endurance limit operation amount according to the vehicle travel distance. An object is to provide an apparatus.

In order to achieve the above object, a first invention is a control device for an internal combustion engine,
A driver request output means for outputting a driver request torque according to a driver operation;
Control request output means for outputting a control request torque according to a vehicle state other than the driver operation;
Target throttle opening calculating means for calculating a target throttle opening based on the driver required torque and the control required torque;
A throttle that operates to achieve the target throttle opening;
A throttle total operation amount calculating means for calculating the total operation amount of the throttle by integrating the operation amount of the throttle;
Endurance limit operation amount acquisition means for acquiring the endurance limit operation amount of the throttle for the current vehicle travel distance;
Endurance limit determination means for determining whether the total throttle operation amount exceeds the endurance limit operation amount;
Control request suppression means for suppressing control request torque output by the control request output means when the throttle total operation amount exceeds the endurance limit operation amount.

A second invention is an internal combustion engine control apparatus for achieving the above object,
A driver request output means for outputting a driver request torque according to a driver operation;
Control request output means for outputting a control request torque according to a vehicle state other than the driver operation;
Target throttle opening calculating means for calculating a target throttle opening based on the driver required torque and the control required torque;
A throttle that operates to achieve the target throttle opening;
Control request determination means for determining whether or not the control request torque is output;
A control request integrated operation amount calculating means for calculating the control request period throttle integrated operation amount by integrating the operation amount of the throttle when the control request torque is output;
Endurance limit operation amount acquisition means for acquiring the endurance limit operation amount of the throttle for the current vehicle travel distance;
Stipulated ratio determining means for determining whether a ratio of the throttle required operating amount for the control request period to the endurance limit operating amount exceeds a specified value;
Control request suppression means for suppressing the control request torque output by the control request output means when the ratio exceeds the specified value.

A third aspect of the invention is a control device for an internal combustion engine in order to achieve the above object,
A driver request output means for outputting a driver request torque according to a driver operation;
Control request output means for outputting a control request torque according to a vehicle state other than the driver operation;
Target throttle opening calculating means for calculating a target throttle opening based on the driver required torque and the control required torque;
A throttle that operates to achieve the target throttle opening;
A throttle total operation amount calculating means for calculating the total operation amount of the throttle by integrating the operation amount of the throttle;
Means for estimating a driver request target intake air amount from the driver request torque;
Means for estimating a driver request target throttle opening from the driver request target intake air amount;
Means for estimating the driver operation amount of the throttle from the driver request target throttle opening, and integrating to estimate the driver operation request throttle integrated operation amount;
Means for subtracting the driver requested throttle integrated operation amount from the throttle total operation amount to calculate a control request period throttle integrated operation amount;
Endurance limit operation amount acquisition means for acquiring the endurance limit operation amount of the throttle for the current vehicle travel distance;
Stipulated ratio determining means for determining whether a ratio of the throttle required operating amount for the control request period to the endurance limit operating amount exceeds a specified value;
Control request suppression means for suppressing the control request torque output by the control request output means when the ratio exceeds the specified value.

  According to the first invention, it is possible to suppress the control request torque output by the control request output means when the throttle total operation amount exceeds the endurance limit operation amount corresponding to the current vehicle travel distance. Therefore, according to the present invention, even when the durability of the throttle is determined based on a standard lower than the worst value of the integrated operation amount of the throttle, the durability of the throttle is ensured and the operation according to the driver operation is performed. Can continue. In addition, in a range where there is a margin in the endurance limit operation amount according to the current vehicle travel distance, driving for improving drivability according to the vehicle state can be actively performed.

  According to the second aspect of the invention, the control request torque output by the control request output means when the ratio of the throttle required operation amount to the endurance limit operation amount according to the current vehicle travel distance exceeds a specified value is obtained. Can be suppressed. Therefore, according to the present invention, even if the durability of the throttle is determined based on a standard lower than the worst value of the integrated operation amount of the throttle, the durability of the throttle required for driver operation is secured in advance. can do. In addition, in a range where the ratio of the throttle integrated operation amount to the endurance limit operation amount according to the current vehicle travel distance is less than the specified value, the drivability improvement etc. according to the vehicle condition Driving can be carried out actively.

  According to the third aspect, it is possible to calculate the throttle required operation amount during the control request period by estimating the driver required throttle integrated operation amount based on the driver request torque and subtracting this from the throttle total operation amount. The throttle operation amount based on the driver request torque is not superimposed on the control request period throttle integrated operation amount calculated in this way. For this reason, the throttle integrated operation amount based on the control request torque can be calculated with high accuracy. Therefore, according to the present invention, highly accurate throttle control can be realized, and the same type of effect as in the second aspect of the present invention can be obtained more suitably.

It is a block diagram which shows the structure of the control apparatus of the internal combustion engine which concerns on Embodiment 1 of this invention. It is a figure which shows the breakdown of the integrated operation amount of the throttle 10 operated based on driver operation and vehicle control in the system configuration mentioned above. In Embodiment 1 of this invention, it is a flowchart of the control routine which ECU20 performs. It is a figure for demonstrating the calculation method of the control request | requirement period throttle integration operation amount in Embodiment 1 and 2 of this invention. It is a block diagram which shows the structure of the control apparatus of the internal combustion engine which concerns on Embodiment 2 of this invention. In Embodiment 2 of this invention, it is a flowchart of the control routine which ECU20 performs.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In addition, the same code | symbol is attached | subjected to the element which is common in each figure, and the overlapping description is abbreviate | omitted.

Embodiment 1 FIG.
[System Configuration of Embodiment 1]
FIG. 1 is a block diagram showing a configuration of a control device for an internal combustion engine according to Embodiment 1 of the present invention. The internal combustion engine according to the first embodiment of the present invention includes an electronically controlled throttle 10 disposed in an intake passage connected to a cylinder. A throttle opening sensor 12 that detects the opening of the throttle 10 is disposed in the vicinity of the throttle 10. Hereinafter, the internal combustion engine is also simply referred to as an engine.

  The control device according to the present embodiment includes an ECU (Electronic Control Unit) 20. The ECU 20 includes a plurality of calculation elements 22, 24, 26, 28 and 30. In addition to the throttle opening sensor 12 described above, an accelerator opening sensor 14 that detects a value corresponding to the amount of depression of the accelerator operated by the driver is provided on the input side of the ECU 20. The throttle 10 described above is connected to the output side of the ECU 20.

  The information input to the control device includes a request regarding the torque of the internal combustion engine. In this torque request, in addition to the driver required torque required by the driver such as the amount of accelerator depression by the driver operation, vehicle stability control system (VSC), TRC (Traction Control System), etc. The control request torque required from the side is also included.

  The function of each calculation element 22, 24, 26, 28, 30 shown in FIG. 1 and the signal processing flow between the calculation elements will be described. The accelerator opening sensor 14 shown in FIG. 1 detects a value corresponding to the accelerator depression amount. The ECU 20 calculates the driver request torque based on the value. The calculated driver request torque is output to the target torque calculator 24.

  Moreover, the control request torque calculation part 22 of ECU20 calculates a control request torque based on the request | requirement from the vehicle side required for vehicle control, such as VSC and TRC. The calculated control request torque is output to the target torque calculator 24.

  The target torque calculation unit 24 adds the driver request torque and the control request torque. The combined torque is output to the target intake air amount calculation unit 26 as the engine target torque.

  The target intake air amount calculation unit 26 calculates a target intake air amount necessary for realizing the target torque using an air amount map stored in advance in the ECU 20. The air amount map is a map for converting the target torque into the target intake air amount. In the air amount map, various operating conditions that affect the relationship between torque and intake air amount, such as ignition timing, engine speed, A / F, and valve timing, are used as parameters. Values (current values) obtained from current operating state information are input to these parameters. The target intake air amount calculation unit 26 sets the intake air amount converted from the target torque as the target intake air amount of the engine (hereinafter referred to as the target air amount), and outputs it to the target throttle opening setting unit 28.

  The target throttle opening setting unit 28 converts the target air amount into the throttle opening using an inverse model (TA inverse model, air inverse model) of the intake system model. That is, the throttle opening that can realize the target air amount is calculated. The details of the inverse model are described in Japanese Patent Application Laid-Open No. 2009-174328, and thus description thereof is omitted in this specification. The target throttle opening setting unit 28 sets the throttle opening converted from the target air amount as the target opening of the throttle, and sets it in the throttle driver 30.

  The throttle driver 30 controls the operation of the throttle 10 so as to realize this target opening. The throttle opening actually realized by the throttle 10 is detected by a throttle opening sensor 12. It should be noted that the durability of the throttle 10 is designed so as to satisfy the total travel distance that should be guaranteed at least by driving with only the driver request torque.

[Characteristic Control in Embodiment 1]
FIG. 2 is a diagram showing a breakdown of the integrated operation amount of the throttle 10 operated based on the driver operation and vehicle control in the system configuration described above. As shown in FIG. 2, the integrated operation amount of the throttle 10 includes an integrated operation amount based on a driver operation (driver required torque) and an integrated operation amount based on vehicle control (control request torque). Further, a solid line 32 shown in FIG. 2 indicates the endurance limit operation amount of the throttle 10 set in advance according to a certain vehicle travel distance. A portion where the integrated operation amount of the throttle 10 does not exceed the solid line 32 is a margin amount that has not yet been used up.

  In the configuration shown in FIG. 1, when the vehicle control on the vehicle side is increased in order to improve drivability and the like, the operation amount of the throttle 10 is also greatly increased. In this case, there may be a case where the integrated throttle operation amount by the driver operation and the vehicle control exceeds the endurance limit operation amount (FIG. 2). However, leaving the situation exceeding the endurance limit operating amount determined for each vehicle travel distance is not preferable in order to ensure the durability of the throttle and satisfy the guaranteed total travel distance. Further, it is desired that the throttle operation based on the normal driver operation is maintained.

  Therefore, in the system of the present embodiment, the above-described vehicle control is suppressed based on the relationship between the integrated operation amount of the throttle and the durability limit operation amount determined for each vehicle travel distance.

(Control routine)
FIG. 3 is a flowchart of a control routine executed by the ECU 20 in order to realize the above-described control. This routine shown in FIG. 3 is started when the main switch of the vehicle is turned on. The initial value of the control suppression flag is set to OFF.

  In this routine, first, in step 100, it is determined whether or not the throttle 10 is operating. It is confirmed that the throttle 10 is operating by setting a target opening in the throttle driver 30 and that the throttle opening detected by the throttle opening sensor 12 is equal to or larger than the opening in the engine stop state. Is done.

  If it is determined that the throttle 10 is operating, it is next determined in step 110 whether or not there is a control request. Specifically, when the control request torque calculation unit 22 outputs the control request torque, it is determined that there is a control request.

  If it is determined that there is a control request, in step 120, the throttle operation amount when the control request is present is integrated. Specifically, first, the throttle opening detected in step 100 is acquired. Next, the difference between the throttle opening detected this time and the throttle opening detected last time is calculated as the throttle operation amount. The throttle operation amount is integrated and stored as a throttle integration operation amount during the control request period.

  On the other hand, if it is determined in step 110 that there is no control request, in step 130, the throttle operation amount when there is no control request is integrated. Specifically, first, the throttle opening detected in step 100 is acquired. Next, the difference between the throttle opening detected this time and the throttle opening detected last time is calculated as the throttle operation amount. The throttle operation amount is integrated and stored as a throttle integration operation amount during a period when there is no control request.

  After the process in step 120 or 130, it is determined whether or not the total operation amount of the throttle 10 up to the present time exceeds the throttle endurance limit operation amount (step 140). Specifically, first, the ECU 20 sums the throttle demanded throttle operation amount accumulated in the above-described step 120 and the throttle demanded throttle operation amount accumulated in the above-described step 130 to obtain the total throttle amount. Calculate the operating amount.

  Next, the ECU 20 acquires a throttle endurance limit operating amount corresponding to the current vehicle travel distance from the throttle endurance map. The ECU 20 stores a throttle endurance map that defines the throttle endurance limit operation amount according to the vehicle travel distance. The throttle endurance limit operation amount defines an integrated operation amount (integrated angle) of the throttle 10 that is allowed to operate up to the current vehicle travel distance. The throttle endurance map is set so that the throttle endurance limit operation amount increases as the vehicle travel distance increases. Here, the durability of the throttle 10 used can be mechanically calculated in advance based on its structural design, material, and the like. The maximum value of the throttle endurance limit operating amount is set based on the calculated durability.

  Then, it is determined whether or not the total throttle operation amount exceeds the throttle endurance limit operation amount corresponding to the current vehicle travel distance (hereinafter referred to as determination 1).

  Further, in step 140, it is determined whether or not the ratio of the throttle integrated operation amount for the control request period to the throttle endurance limit operation amount corresponding to the current vehicle travel distance exceeds a specified value α (hereinafter referred to as determination 2). . As described above, the durability of the throttle 10 is designed so that the integrated operation amount based only on the driver request torque does not exceed the throttle endurance limit operation amount corresponding to the current vehicle travel distance. The specified value α is based on, for example, a margin obtained by subtracting an integrated operation amount (a value estimated for each travel distance at the time of design) based on only the driver request torque from a throttle endurance limit operation amount corresponding to the vehicle travel distance. Determined.

  When determination 1 is satisfied, that is, when it is determined that the total throttle operation amount exceeds the throttle endurance limit operation amount, or when determination 2 is satisfied, that is, it is determined that the ratio exceeds the specified value α. In this case, the ECU 20 determines that the throttle is excessively used for the vehicle travel distance, and turns on the control suppression flag (step 150). Thereafter, the control routine is continued from step 100.

  In another routine, the control request torque calculation unit 22 determines whether or not the control suppression flag is ON, and when the control suppression flag is ON, the control request output from the control request torque calculation unit 22 Torque is suppressed. For example, the control request torque is reduced to 0 or less than when the control suppression flag is OFF. Therefore, in the next step 110, the control request torque calculation unit 22 is in a state of not outputting the control request torque or in a state of outputting a reduced control request torque.

  If it is determined in step 100 described above that the throttle 10 is not operating, the ECU 20 executes the process of step 140 described above. If determination 1 and determination 2 are not satisfied in step 140, the ECU 20 turns off the control suppression flag (step 150). Thereafter, the control routine is continued from step 100.

  As described above, according to the routine shown in FIG. 3, when the total throttle operation amount exceeds the endurance limit operation amount corresponding to the current vehicle travel distance, the control request output from the control request torque calculation unit 22. Torque can be suppressed. Further, when the ratio of the control request period throttle integrated operation amount to the endurance limit operation amount corresponding to the current vehicle travel distance exceeds the specified value α, the control request torque output from the control request torque calculation unit 22 is suppressed. be able to. For this reason, according to the system of the present embodiment, it is possible to control the control request torque, to ensure the durability of the throttle necessary for the driver operation, and to continue the operation based on the driver operation. In addition, in a situation where there is a margin in the throttle operation amount with respect to the durability limit operation amount, it is possible to actively carry out an operation based on a control request for improving drivability.

  By the way, in the system of the first embodiment described above, in the process of step 140, two determination processes of determination 1 and determination 2 are provided and the validity of each is confirmed. It is not limited to. For example, only one determination process of determination 1 or determination 2 may be provided.

  Further, in the system of the first embodiment described above, the total throttle operation amount is obtained in step 140 by adding the integrated operation amounts calculated in step 120 and step 130. The method for calculating the amount is not limited to this. For example, the processing in step 130 may be deleted, and the following processing may be performed in step 100 instead of the total processing of the throttle total operation amount in step 140. That is, first, from the throttle opening sequentially obtained in step 100, the difference between the throttle opening detected this time and the throttle opening detected last time is calculated as the throttle operation amount. Then, the calculated throttle operation amount may be integrated to calculate the throttle total operation amount.

  In the first embodiment described above, the throttle 10 is the “throttle” in the first or second invention, and the accelerator opening sensor 14 is the “driver request output means” in the first or second invention. The control request torque calculation unit 22 includes the target torque calculation unit 24, the target intake air amount calculation unit 26, the target throttle opening setting unit 28, and the throttle driver 30 as the “control request output means” in the first or second aspect of the invention. Corresponds to the “target throttle opening calculation means” in the first or second invention.

  Further, here, the ECU 20 executes the processing of the above steps 110 to 140, so that the “throttle total operation amount calculation means” in the first invention executes the processing of the above step 110 to execute the second step. The “control request determining means” in the present invention executes the process in step 120, and the “control request integrated operation amount calculating means” in the second invention executes the process in step 140. The “endurance limit operating amount acquisition means” in the first or second aspect of the invention executes the process of step 140, so that the “endurance limit determination means” in the first aspect of the invention executes the process of step 140. According to the second aspect of the present invention, the “prescribed ratio determining means” "Control request control means" in the first or second aspect of the present invention are realized, respectively.

Embodiment 2. FIG.
[System Configuration of Embodiment 2]
Next, a second embodiment of the present invention will be described with reference to FIGS. The system of the present embodiment can be realized by causing the ECU 20 to execute a routine shown in FIG. 6 described later in the configuration shown in FIG. 5 described later.

[Characteristic Control in Embodiment 2]
FIG. 4 is a diagram for explaining the calculation of the throttle operation amount during the above-described control request period. FIG. 4A is a diagram for describing a specific example of the calculation of the control request period throttle integrated operation amount in the first embodiment described above. In FIG. 4A, a broken line portion indicates an area (period) determined to have a control request in step 110 in FIG. In the first embodiment described above, the control calculated in step 120 when it is determined that there is a control request in step 110 as the “control request period throttle integrated operation amount” used in determination 2 of step 140 in FIG. The integrated throttle operating amount when requested is used. In the specific example shown in FIG. 4A, the throttle integrated operation amount 1300 [deg] in the control-requested region is the “control request period throttle integrated operation amount”.

  However, when the control request torque and the driver request torque are output at the same time, the throttle integrated operation amount when there is a control request calculated in step 120 includes the throttle operation amount based on the driver request torque. It becomes. The throttle operation amount based on the driver request torque is also superimposed on 1300 [deg] shown in FIG.

  By the way, if the “control request period throttle integrated operation amount” used in the determination 2 of step 140 in FIG. 3 can be estimated with higher accuracy, the determination is made with higher accuracy, which is suitable for throttle control. Therefore, in this embodiment, the throttle integrated operation amount based on only the driver request torque is accurately estimated, and by subtracting this from the total throttle operation amount, the “control request period throttle integrated operation amount” in which the driver request is not superimposed is obtained. It was decided to calculate. In the specific example shown in FIG. 4, the driver request is obtained by subtracting the integrated throttle operation amount 2000 [deg] based only on the estimated driver request torque shown in FIG. 4B from the throttle total operation amount 2500 [deg]. A “control request period throttle integrated operation amount” 500 [deg] that is not superimposed is calculated.

  Next, the configuration and processing for estimating the throttle integrated operation amount based only on the driver request torque described above will be described with reference to FIGS. FIG. 5 is a block diagram showing a configuration of a control device for an internal combustion engine according to Embodiment 2 of the present invention. FIG. 5 is the same as FIG. 1 except that calculation elements 34 and 36 surrounded by a broken line are added, and thus the same components are denoted by the same reference numerals and description thereof is omitted.

  The configuration surrounded by the broken line in FIG. 5 is a configuration for estimating the target opening of the throttle based only on the driver request torque. The accelerator opening sensor 14 detects a value corresponding to the accelerator depression amount. The ECU 20 calculates the driver request torque based on the value. The calculated driver request torque is output to the target torque calculator 24 and the target intake air amount calculator 34. The target intake air amount calculation unit 34 calculates a target intake air amount necessary for realizing the driver required torque using an air amount map stored in advance in the ECU 20. The air amount map is the same as that described in FIG. The target intake air amount calculation unit 34 sets the intake air amount converted from the driver request torque as the target intake air amount of the engine (hereinafter referred to as driver request target air amount), and outputs it to the target throttle opening estimation unit 36. To do.

  The target throttle opening estimation unit 36 converts the target air amount into the throttle opening using an inverse model (TA inverse model, air inverse model) of the intake system model. That is, the throttle opening that can realize the driver requested target air amount is calculated. The details of the inverse model are described in Japanese Patent Application Laid-Open No. 2009-174328, and thus description thereof is omitted in this specification. The target throttle opening estimation unit 36 estimates the throttle opening converted from the driver required target air amount as the driver required target opening of the throttle.

  FIG. 6 is a flowchart of a control routine executed by ECU 20 in the configuration shown in FIG. This routine is the same as the routine shown in FIG. 3 except that the processing of steps 120 to 140 is replaced with the processing of steps 220 to 250. Hereinafter, in FIG. 6, the same steps as those shown in FIG. 3 are denoted by the same reference numerals, and the description thereof is omitted or simplified.

  In the routine shown in FIG. 6, if it is determined in step 110 described above that there is a control request, next, in step 220, the throttle operation amount when there is a control request is integrated. Specifically, first, the throttle opening detected in step 100 is acquired. Next, the difference between the throttle opening detected this time and the throttle opening detected last time is calculated as the throttle operation amount. The throttle operation amount is integrated and stored as a throttle integration operation amount during a control request period.

  On the other hand, if it is determined in step 110 that there is no control request, in step 230, the throttle operation amount when there is no control request is integrated. Specifically, first, the throttle opening detected in step 100 is acquired. Next, the difference between the throttle opening detected this time and the throttle opening detected last time is calculated as the throttle operation amount. The throttle operation amount is integrated and stored as a throttle integration operation amount during a period when there is no control request.

  After the process in step 220 or 230, in step 240, the throttle integrated operation amount based on only the driver request torque is calculated. Specifically, first, as described with reference to FIG. 5, the driver required target opening is estimated from only the driver required torque via the target intake air amount calculating unit 34 and the target throttle opening estimating unit 36. Next, a difference between the driver request target opening estimated this time and the driver request target opening estimated last time is calculated as a throttle operation amount. The throttle operation amount is integrated and stored as a driver request throttle integration operation amount. In step 240, the throttle operation amount based only on the driver request torque is integrated regardless of the presence or absence of the control request torque (step 110).

  Subsequently, it is determined whether or not the total operation amount of the throttle 10 up to now exceeds the throttle endurance limit operation amount (step 250). Specifically, first, the ECU 20 sums the throttle integrated operation amount during the control request period integrated in step 220 and the throttle integrated operation amount during the control request period integrated in step 230 described above. Calculate the total operating amount.

  Next, the ECU 20 acquires a throttle endurance limit operating amount corresponding to the current vehicle travel distance from the throttle endurance map. The throttle durability map is the same as that described in step 140 of FIG. Then, it is determined whether or not the total throttle operation amount exceeds the throttle endurance limit operation amount corresponding to the current vehicle travel distance (hereinafter referred to as determination 1).

  Further, in step 250, it is determined whether or not the ratio of the throttle integrated operation amount for the control request period to the throttle endurance limit operation amount according to the current vehicle travel distance exceeds a specified value α (hereinafter referred to as determination 2). . The specified value α is the same as that described in step 140. Here, the “control request period throttle integrated operation amount” in the second embodiment is calculated by subtracting the “driver request throttle integrated operation amount” estimated in step 240 from the throttle total operation amount.

  When determination 1 is satisfied, that is, when it is determined that the total throttle operation amount exceeds the throttle endurance limit operation amount, or when determination 2 is satisfied, that is, it is determined that the ratio exceeds the specified value α. In this case, the ECU 20 determines that the throttle is excessively used for the vehicle travel distance, and turns on the control suppression flag (step 150). Control of the control request torque calculation unit 22 by ON / OFF of the control suppression flag is the same as in the first embodiment. If determination 1 and determination 2 are not satisfied in step 250, ECU 20 turns off the control suppression flag (step 150).

  As described above, according to the routine shown in FIG. 6, when the total throttle operation amount exceeds the endurance limit operation amount corresponding to the current vehicle travel distance, the control request output from the control request torque calculation unit 22. Torque can be suppressed. Further, when the ratio of the control request period throttle integrated operation amount to the endurance limit operation amount corresponding to the current vehicle travel distance exceeds the specified value α, the control request torque output from the control request torque calculation unit 22 is suppressed. be able to. For this reason, according to the system of a present Example, the effect similar to Embodiment 1 mentioned above can be acquired.

  In addition, according to the routine shown in FIG. 6, it is possible to estimate the driver requested throttle integrated operation amount based on the driver required torque, and subtract this from the throttle total operation amount to calculate the control request period throttle integrated operation amount. it can. The throttle operation amount based on the driver request torque is not superimposed on the control request period throttle integrated operation amount calculated in this way. For this reason, the throttle integrated operation amount based on the control request torque can be calculated with high accuracy. Therefore, according to the present invention, highly accurate throttle control can be realized, and the same type of effect as in the first embodiment can be obtained more suitably.

  By the way, in the system of the second embodiment described above, in the process of step 250, two determination processes of determination 1 and determination 2 are provided and the validity of each is confirmed. It is not limited to. For example, the determination process may be only determination 2.

  In the system of the second embodiment described above, the total throttle operation amount is obtained in step 250 by summing up the respective integrated operation amounts calculated in step 220 and step 230. The method for calculating the amount is not limited to this. For example, the processing of step 110, step 220, and step 230 may be deleted, and the following processing may be performed in step 100 instead of the total processing of the throttle total operation amount in step 250. That is, first, from the throttle opening sequentially obtained in step 100, the difference between the throttle opening detected this time and the throttle opening detected last time is calculated as the throttle operation amount. Then, the calculated throttle operation amount may be integrated to calculate the throttle total operation amount.

  In the second embodiment described above, the throttle 10 is the “throttle” in the third invention, and the accelerator opening sensor 14 is the “driver request output means” in the third invention. 22 is the “control request output means” in the third invention, and the target torque calculation unit 24, the target intake air amount calculation unit 26, the target throttle opening setting unit 28, and the throttle driver 30 in the third invention. In the "target throttle opening calculating means", the target intake air amount calculating section 34 is in the "means for estimating the driver required target intake air amount" in the third invention, and the target throttle opening estimating section 36 is in the third invention. Corresponds to “means for estimating driver requested target throttle opening” in FIG.

  Further, here, the ECU 20 executes the processing of step 220 to step 250, so that the “throttle total operation amount calculation means” in the third aspect of the invention executes the processing of step 240 to execute the third step. The "means for estimating the driver required throttle integrated operation amount" in the invention of the third aspect is the above-mentioned step of calculating the control request period throttle integrated operation amount in the third invention by executing the processing of step 250. By executing the process of 250, the “endurance limit operating amount acquisition means” in the third invention is executed, and by executing the process of the step 250, the “specified ratio determination means” in the third invention is the above step. "Control request suppression means" in the first or second invention by executing the process 150 , It is realized, respectively.

  Further, in the second embodiment, the target throttle opening estimation unit 36 outputs the driver required target air amount output by the target intake air amount calculation unit 34 to the “driver required target intake air amount” in the third aspect of the invention. The required driver target opening is corresponding to the “driver required target throttle opening” in the third aspect of the invention.

10 throttle 12 throttle opening sensor 14 accelerator opening sensor 20 ECU
Reference control torque calculation unit 24 Target torque calculation unit 26, 34 Target intake air amount calculation unit 28 Target throttle opening setting unit 30 Throttle driver 36 Target throttle opening estimation unit

Claims (1)

A driver request output means for outputting a driver request torque according to a driver operation;
Control request output means for outputting a control request torque according to a vehicle state other than the driver operation;
Target throttle opening calculating means for calculating a target throttle opening based on the driver required torque and the control required torque;
A throttle that operates to achieve the target throttle opening;
A throttle total operation amount calculating means for calculating the total operation amount of the throttle by integrating the operation amount of the throttle;
Endurance limit operation amount acquisition means for acquiring the endurance limit operation amount of the throttle for the current vehicle travel distance;
Endurance limit determination means for determining whether the total throttle operation amount exceeds the endurance limit operation amount;
First control request suppression means for suppressing the control request torque output by the control request output means when the total throttle operation amount exceeds the endurance limit operation amount;
Control request determination means for determining whether or not the control request torque is output;
A control request integrated operation amount calculation means for calculating the control request period throttle integrated operation amount by integrating the operation amount of the throttle when the control request torque is output;
Stipulated ratio determining means for determining whether a ratio of the throttle required operating amount for the control request period to the endurance limit operating amount exceeds a specified value;
Second control request suppression means for suppressing the control request torque output by the control request output means when the ratio exceeds the specified value;
A control device for an internal combustion engine, comprising:

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