JPH10176549A - Throttle valve control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To satisfactorily drive a throttle valve regardless of voltage changes and quickly follow the change of the required opening by controlling a throttle valve drive motor based on the duty ratio determined when the conversion factor determined according to the power voltage is multiplied by the control quantity. SOLUTION: A throttle valve 11 provided in the intake pipe 14 of an engine is rotated by a DC motor 12 under the control of an ECU 10, and its opening is detected by an opening sensor 13. The throttle valve controller 1 of the ECU 10 calculates the deviation between the inputted actual opening and the required opening by a required opening determination section 30 and calculates the control quantity via PID control based on the deviation. The conversion factor for changing the control quantity into a duty ratio is determined from a map in response to the battery voltage. The control quantity is multiplied by the determined conversion factor to convert the control quantity into a duty ratio, and the DC motor 12 is controlled based on this duty ratio.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a throttle valve of an internal combustion engine which is not operated directly by a driver's accelerator operation, but to a required opening determined in consideration of information other than the accelerator operation amount. The present invention relates to a so-called electronic throttle control that is controlled by a motor or the like. More specifically, the present invention relates to a throttle valve control device that enables a throttle valve to appropriately follow a change in a required opening degree irrespective of a voltage change caused by a change in an electric load or the like due to a use state of another electrical component.

[0002]

2. Description of the Related Art In recent years, electronic throttle type throttle valve control has been rapidly spreading because it is useful for realizing traction control and other engine controls. An example of a conventionally known electronic throttle technology is disclosed in Japanese Patent Application Laid-Open No. 7-332136. The control device described in the same publication basically uses well-known PID control as arithmetic processing for controlling a throttle valve. Then, in order to perform delicate control in a region where the deviation of the opening degree is small with good responsiveness, control is performed to increase the gain value when the deviation is small as compared to when the deviation is large. Further, the gain is set to be larger than the original value even in a cold state where the mechanical sliding resistance is large.

[0003]

However, the conventional throttle valve control device has the following problems.

That is, in the electronic throttle, the actual driving of the throttle valve is performed by an electric actuator such as a DC motor. Therefore, the torque for driving the throttle valve is affected not only by the control signal from the control device but also by the voltage applied to the electric actuator. You also receive In an ordinary automobile, a battery mounted on a vehicle isolated from the outside is used as a power source, and this battery is used as a power source for various electric components (lighting, wiper, etc.) in addition to a drive power source for a throttle valve. For this reason, if there is a change in the electric load due to the electrical components, such as blinking of the headlight, the voltage applied to the electric actuator fluctuates due to the change. For this reason, when the electric load is turned on during idling, even if the throttle valve control device performs control to increase the required opening degree to increase the power generation amount, torque may not be generated as controlled due to the voltage drop. is there. Therefore, the follow-up of the throttle valve is delayed,
There has been a case where the engine speed temporarily drops, causing irregular vibration or even engine stall. Also, the battery itself may deteriorate over time, causing a voltage drop, and a similar situation may occur.

The present invention has been made to solve the above-mentioned problems of the conventional throttle valve control device. That is, the problem is that by performing control in consideration of the power supply voltage, the throttle valve can be driven satisfactorily irrespective of voltage fluctuations, and can quickly follow a change in the required opening degree. The task is to provide

[0006]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, a first aspect of the present invention is to provide a method of controlling a throttle valve based on a deviation between a required opening degree and an actual opening degree of a throttle valve of an internal combustion engine. A throttle valve control device comprising: a control amount calculating unit that calculates the duty ratio; a duty ratio determining unit that determines a duty ratio based on the control amount; and a signal output unit that outputs a power supply voltage on and off according to the duty ratio. Reference means for outputting a conversion coefficient having a different value depending on the power supply voltage, and conversion coefficient determination means for determining a conversion coefficient corresponding to the power supply voltage with reference to the reference means, wherein the duty ratio determination means, The duty ratio is determined by multiplying the control amount by a conversion coefficient determined by a conversion coefficient determination unit.

Here, the "reference means" refers to any means capable of outputting a conversion coefficient corresponding to a value when a voltage is input. For example, a map (or table) in which conversion coefficients corresponding to respective input voltage values are stored in advance. Alternatively, a routine program that calculates a conversion coefficient from a value of the input voltage by a predetermined arithmetic expression may be used. The conversion coefficient output by the reference means has a function of correcting a fluctuation in the power supply voltage. The “actual opening” includes not only the actual opening of the throttle valve at that time, but also a value obtained by performing phase lead compensation on the actual opening.

In this throttle valve control device, the control amount of the throttle valve is controlled by the control amount calculating means in response to the input of the deviation (including calculating the difference between the required opening degree and the actual opening degree of the throttle valve). Is calculated, and the duty ratio of the drive signal is determined by the duty ratio determining means based on the control amount. The power supply voltage is output on / off by the signal output means according to the duty ratio. That is, the power supply voltage is repeatedly turned on and off at a predetermined cycle by the signal output means, and the ratio of the on-time to the cycle is equal to the duty ratio. That is, control is performed such that the actual opening of the throttle valve matches the required opening by the duty driving. Therefore, the process of determining the duty ratio according to the input of the deviation is performed at predetermined time intervals. Here, the duty ratio is determined by multiplying the control coefficient by the conversion coefficient determined by the conversion coefficient determination means.
This conversion coefficient is a value corresponding to the voltage determined with reference to the reference means. For this reason, the determined duty ratio is corrected so as to cancel the voltage fluctuation.
It is possible to perform good throttle valve control irrespective of voltage fluctuation.

The throttle valve controlled by the throttle valve control device is provided with a drive means such as a motor, and a power supply voltage duty-outputted by a signal output means is input to the drive means. The drive control of the throttle valve is executed.

According to a second aspect of the present invention, there is provided the throttle valve control apparatus according to the first aspect, wherein the reference means outputs a large value conversion coefficient for a small value voltage, and outputs a large value conversion coefficient. Is characterized by outputting a conversion coefficient of a small value for the voltage of.

In this throttle valve control device, the conversion coefficient output by the reference means corresponds to a large conversion coefficient for a small voltage, and a small conversion coefficient for a large voltage. Has been adapted. Therefore, the duty ratio determined by the duty ratio determining means becomes smaller when the power supply voltage is high, and becomes larger when the power supply voltage is low. Therefore, by the signal output means, when the power supply voltage is high, a signal is output with a shorter on-time,
When the power supply voltage is lower, a signal is output with a longer on-time. Thus, good throttle valve control is performed irrespective of voltage fluctuations.

[0012]

Embodiments of the present invention will be described below in detail with reference to the drawings. The present embodiment is a throttle valve controller for controlling a so-called electronic throttle of a gasoline engine for an automobile.

First, the basics of the electronic throttle will be described. As shown in FIG. 1, the electronic throttle includes a throttle valve 11 for adjusting the intake resistance of an intake pipe 14 serving as an intake passage to the engine, a DC motor 12 and an opening sensor 13 provided coaxially with the throttle valve 11. It consists of. The DC motor 12 and the opening sensor 13 are connected to an engine control unit (ECU) 10 having the throttle valve controller 1 and the required opening determining unit 30. DC motor 12
The throttle valve 11 is rotated around an axis in response to a drive signal from the throttle valve controller 1 to change its opening. The opening sensor 13 detects the actual opening of the throttle valve 11 and notifies the throttle valve controller 1 of the actual opening. Although not shown, the throttle valve 11 is configured to be biased toward the closing side by a return spring.

Here, the throttle valve 11 is not connected to the accelerator pedal by mechanical means such as a wire. Instead, it is driven by the DC motor 12 that receives a drive signal from the throttle valve controller 1 so that the required opening determined by the required opening determining unit 30 that receives the accelerator pedal depression amount and other signals is obtained. . The required opening degree determination unit 30 uses a publicly known CP.
A microcomputer constituted by a U or the like calculates a required opening degree of the throttle valve 11 based on various input signals and outputs the calculated opening degree to the throttle valve controller 1. The various signals input to the required opening degree determination unit 30 include the amount of depression of the accelerator pedal, the temperature of the engine coolant, the number of engine revolutions, the shift state of the automatic transmission, and the like. This is because output control that is not necessarily related to the operation of the accelerator pedal, such as fast idling at the time of cold, rotation adjustment at the time of shifting, lean burn control at the time of intermediate output, or traction control, can be performed without a bypass.

The throttle valve controller 1 is shown in FIG.
As shown in (1), a drive circuit 5 is provided in a microcomputer that combines a known CPU, ROM, RAM, and the like. The CPU 2 outputs a signal of the actual opening degree of the throttle valve 11 input from the opening degree sensor 13 and a required opening degree determining unit 30.
This is an arithmetic processing unit that determines the control amount and its direction based on the signal of the required opening of the throttle valve 11 input from the controller and the AD-converted battery voltage. The control amount is converted into a duty ratio and used. The drive circuit 5 is a circuit that performs a duty drive that outputs a battery voltage to the DC motor 12 on and off in accordance with a command from the CPU 2. That is, the battery voltage is a drive source for driving the DC motor 12, and is also a correction factor for calculating the control amount. The command signal from the CPU 2 to the drive circuit 5 includes MO1 and MO2 as described later.
2 (see FIG. 3).

Although not shown in FIG. 2, transmission and reception of these signals are performed through an appropriate interface. The CPU 2 has ROM 3 and R
AM4. In the ROM 3, various programs necessary for execution of the arithmetic processing by the CPU 2, reference data, and the like are prepared and stored in advance. It also includes a later-described conversion coefficient map. RA
M4 is for temporarily storing a numerical value or the like appearing during execution of the arithmetic processing by the CPU 2 and reading it out as needed. Although FIGS. 1 and 2 show the throttle valve controller 1 and the required opening degree determination unit 30 as separate microcomputers, these functions may be integrated into one microcomputer.

As shown in FIG. 3, the drive circuit 5 is mainly composed of four transistors Tr1 to Tr4. That is, the transistor Tr is connected between the battery terminal and the ground.
1 and 3, and the series connection of the transistors Tr2 and Tr4 are arranged in parallel.
Between the point X between the gate and the point Y between the transistors Tr2 and Tr4.
The C motor 12 is located. And C
Two signals, MO1 and MO2, are input from the PU. MO1 is input to the bases of the transistors Tr1 and Tr4, and MO2 is input to the bases of the transistors Tr2 and Tr3.

This is because if MO1 is on and MO2 is off, a forward current flows through the DC motor 12, and
When 1 is off and MO2 is on, a reverse current flows through the DC motor 12. That is,
When MO1 is on and MO2 is off, point X is at power supply potential via transistor Tr1, while point Y is at ground potential via transistor Tr4. This state is a normal rotation state. When MO1 is off and MO2 is on, the potential relationship between point X and point Y is reversed. This state is the reverse state. When both MO1 and MO2 are off, no current flows through DC motor 12. Note that neither MO1 nor MO2 is turned on.

Subsequently, the throttle valve controller 1
Will be described. The throttle valve controller 1 calculates a deviation G between the input signal of the actual opening and the signal of the required opening, and, based on the deviation G, calculates the sum of the proportional term P, the integral term I, and the differential term D. A so-called PID control for calculating the control amount V is performed.
The cycle time is about 2 milliseconds, and the drive of the throttle valve 11 based on the deviation G is performed about 500 times per second.

The procedure of the operation processing of the drive signal by the PID control will be described with reference to the flowcharts of FIGS. The flowchart of FIG. 4 shows a main process for one cycle. The process shown in the flowchart of FIG. 5 is activated by an interrupt during the process.

(S1) First, the flow chart of FIG. 4 will be described. The first operation of the process for one cycle is the calculation of the control amount V. Therefore, first, the deviation G is calculated. That is, the difference between the signal of the actual opening input from the opening sensor 13 and the signal of the required opening determined and input by the required opening determining unit 30 is calculated, and is set as the deviation G. Here, the required opening degree is determined by the required opening degree determination unit 30 based on the amount of depression of the accelerator pedal and comprehensively taking into account the engine cooling water temperature, the engine speed, the shift state of the automatic transmission, and the like. This is determined as the most suitable throttle valve opening. Here, the case where the required opening degree is larger than the actual opening degree is a case where control for increasing the opening degree of the throttle valve 11 (forward rotation) is performed. On the other hand, when the actual opening is larger than the required opening, the throttle valve 11
This is a case in which control is performed to reduce the opening degree (reverse rotation).

The control amount V is calculated based on the deviation G. That is, the proportional term P (= G * K _P ) and the integral term I (=
Σ (G * K _I )) and the differential term D (= ΔG * K _D ) are calculated, and the sum of these is used as the control amount V. This is so-called PID control. Here, K _P , K _I , and K _D are the gains in the respective terms, and are prepared in the ROM 3 in advance. The control amount V thus obtained means the degree and direction (sign) of the driving force to be generated by the DC motor 12 in order to match the actual opening to the required opening. Here, the case where the sign of the control amount V is positive is the case where the control for increasing the opening of the throttle valve 11 (forward rotation) is performed. On the other hand, the case where the sign of the control amount V is negative is the case where the control for reducing the opening of the throttle valve 11 (reverse rotation) is performed. The distinction between forward rotation and reverse rotation often coincides with the sign of the deviation G. That is, if the required opening degree is larger than the actual opening degree (the deviation G is positive), the rotation is normally forward, and if the actual opening degree is larger than the required opening degree (the deviation G is negative), the rotation is mostly reverse. However, this does not apply when the contribution of the differential term D is large.

(S2) Next, a conversion coefficient C for converting the control amount V into a duty ratio is determined. This conversion coefficient C varies depending on the battery voltage. If the battery voltage fluctuates, the driving force of the DC motor 12 does not become the same as the control amount V, so that this is corrected.
Fluctuations in battery voltage are caused by headlights, air conditioners, etc.
Occurs when turning on or off a switch of an electric load that consumes a large amount of power. Also, the voltage may decrease due to the deterioration of the performance of the battery itself. Therefore, the conversion coefficient map corresponding to the battery voltage (digitally converted value) is determined with reference to the conversion coefficient map in the ROM 3. ROM
In the conversion coefficient map of No. 3, conversion coefficients corresponding to the battery voltage are prepared in advance. According to FIG.
As shown in (1), a small value conversion coefficient corresponds to a high value battery voltage, and a large value conversion coefficient corresponds to a low value battery voltage. Therefore, the determined conversion coefficient C has a smaller value when the battery voltage is higher, and has a larger value when the battery voltage is lower. Where the conversion coefficient C is
The value is never 0 or negative.

(S3) Subsequently, the control amount V is converted into a duty ratio. This conversion is performed by multiplying the control amount V calculated in S1 by the conversion coefficient C determined in S2. That is, the duty ratio DU is represented by V * C.
The duty ratio DU thus obtained is simply the control amount V
Is not converted into the ratio of the on-time to the off-time of the pulse drive, but includes a correction for the fluctuation of the battery voltage (conversion coefficient C). Therefore, the duty ratio DU has a smaller value when the battery voltage is higher and a larger value when the battery voltage is lower even if the value of the control amount V is the same.
Since the conversion coefficient C is always positive as described above, the sign of the duty ratio DU matches the sign of the control amount V.

(S4) Then, it is determined whether or not the duty ratio DU determined in S3 is 0%. The duty ratio DU becomes 0% only when the value of the control amount V is 0. In other words, this is the case where the throttle valve 11 is stable with the actual opening and the target opening being in agreement. In such a case (S4: Yes), there is no need to send a drive signal to the DC motor 12, so that all processes after this cycle are bypassed. Duty ratio DU
Is not 0% (S4: No), the process proceeds to S5, and D
A process of actually sending a drive signal to the C motor 12 is performed.

(S5) First, it is determined whether the direction in which the throttle valve 11 should be driven is forward rotation or reverse rotation. That is,
If the duty ratio DU is positive, the drive must be performed in a direction to increase the opening, so that it is determined that the motor is rotating forward, and the process proceeds to S6 (S5: Yes). On the other hand, if the duty ratio DU is negative, it is necessary to drive in a direction to decrease the opening, so it is determined to be reverse rotation and the process proceeds to S8 (S5: No).

(S6, S7) When the direction to be driven is forward rotation, MO2 of the command signal from the CPU 2 to the drive circuit 5 is turned off (S6) and MO1 is turned on (S6).
7). As a result, in the drive circuit 5 (FIG. 3), the transistors Tr1 and Tr4 are turned on, and the transistor Tr1 is turned on.
A few are turned off. Therefore, the point X becomes the power supply potential via the transistor Tr1, and the point Y becomes the ground potential via the transistor Tr4. Therefore, current from the battery flows from point X to point Y via the DC motor 12, and the DC motor 12 generates a driving force in the normal rotation direction. The operation of turning off the MO2 in S6 is performed when the duty ratio DU is -100% (reverse rotation) in the previous cycle because the MO2 is kept on. This is because the battery voltage terminal is short-circuited to ground.

(S8, S9) If the direction to be driven is reverse, MO1 of the command signal from the CPU 2 to the drive circuit 5 is turned off (S8), and MO2 is turned on (S8).
9). Thus, in the driving circuit 5, the transistors Tr2 and Tr3 are turned on, and the transistors Tr1 and Tr4 are turned off. Therefore, the point Y becomes the power supply potential via the transistor Tr2, and the point X becomes the ground potential via the transistor Tr3. Therefore, the current from the battery becomes Y
It flows from the point to the point X via the DC motor 12.
This current is in the opposite direction to the current in S6 and S7, and the DC motor 12 generates a driving force in the reverse rotation direction. Note that the operation of turning off MO1 in S8 is performed when the duty ratio DU is + 100% (forward rotation) in the previous cycle, because MO1 is kept on. This is because the battery voltage terminal is short-circuited to ground.

(S10) Next, when the duty ratio DU is 10
It is determined whether it is 0% (or any of +-). If the duty ratio DU is 100% (S1
0: Yes), the current starting to flow in S7 or S9 does not need to be cut off at the end of the cycle, so that the processing after this cycle is bypassed. Duty ratio DU is 1
If it is not 00% (S10: No), the process proceeds to S11.

(S11) Calculation of the off time is performed. Since the duty ratio DU is not 100%, S7 or S9
This is because the current that has started to flow must be turned off before the time of the cycle change. Therefore, the on-time t _D is calculated by the equation (1). T _C is the number 1,
Means cycle time. Assuming that the cycle time T _C is 2 ms and the duty ratio DU is 50%, the on-time t _D is 1 ms. When the on-time t _D is added to the current time, the off-time is obtained.

[0031]

(Equation 1)

(S12) Then, the calculated off time is set in the timer. Thus, the main processing for one cycle shown in FIG. 4 is completed. However, except for the case where Yes is determined in either S4 or S10, S12
The interrupt processing of FIG. 5 is started between the time and the time of the transition to the next cycle. This interrupt processing is started when the timer reaches the off time.

(S21, S22) When the interrupt process is activated, both MO1 and MO2 are turned off. As a result, the current that has started flowing in S7 or S9 is cut off. This completes the processing for one cycle. This process is performed on a cycle-by-cycle basis based on the new required opening degree and the actual opening degree, and control is performed so that the actual opening degree follows a change in the required opening degree.

FIG. 7 shows an example of a drive signal applied to the DC motor 12 by the above processing. In Figure 7 the cycle time T _C is set to 2 ms. The drive signal rises at the start of each cycle, and falls when the on-time t _D elapses. This rising corresponds to S7 or S9 in FIG. 4, and the falling corresponds to S21 or S22 in FIG.

When the duty driving as shown in FIG. 7 is performed, the driving force actually generated by the DC motor 12 is proportional to the product of the pulse height h of the driving signal and the on-time t _D. The pulse height h is proportional to the power supply voltage. Therefore, if the on-time t _D does not compensate for the fluctuation of the power supply voltage, even if the control amount V obtained in S1 of FIG.
The driving force of the motor 12 is affected.

However, in the present embodiment, when converting the control amount V into the duty ratio as described above, the conversion coefficient C determined to correct the fluctuation of the power supply voltage is used (see FIG. 4). S2, S3). For this reason, when the pulse height h is high due to the fluctuation of the power supply voltage, the on-time t _D is short, and when the pulse height h is low, the on-time t _D is long. Therefore, regardless of the fluctuation of the power supply voltage, if the control amount V is the same, the driving force of the DC motor 12 is also the same.

For example, it is assumed that an operation such as turning on a headlight while the engine is in an idling state is performed to rapidly increase an electric load. In this case, an increase in power consumption must be compensated for by an increase in power generation in order to prevent the battery from running down. Therefore, control for increasing the idling rotational speed is performed. Therefore, since the required opening degree is changed to a large value in the required opening degree determination unit 30, a positive deviation G is generated, and the control amount V is calculated based on the deviation G (S1 in FIG. 4).

On the other hand, the battery voltage applied to the throttle valve controller 1 decreases due to a voltage drop due to a sudden increase in the electric load. For this reason, the conversion coefficient C determined with reference to the conversion coefficient map in S2 of FIG. 4 has a larger value. Therefore, the duty ratio DU determined in S3 is a larger value than when there is no voltage drop at the same control amount V, and the duty ratio DU is
Duty drive of 4 or less is performed. Speaking by fitting in figure 7, with the pulse height h is in the lowered due to a voltage drop, a state in which on-time t _D is supplemented which becomes longer. As described above, since the on-time t _D includes the correction for the voltage fluctuation, the same driving force can be obtained for the DC motor 12 with the same control amount V regardless of the fluctuation of the power supply voltage. For this reason, the throttle valve 11 can favorably follow the change in the required opening degree, and the throttle valve is controlled so that the engine speed is hardly temporarily reduced.

As described above in detail, according to the present embodiment, the electronic control unit controls the opening degree of the throttle valve 11, which is not connected to the accelerator pedal by a mechanical means such as a wire, by the DC motor 12 which is duty-driven. In the throttle, a conversion coefficient C for converting the control amount V into the duty ratio DU is determined so as to correct this in accordance with the fluctuation of the battery voltage. For this purpose, a conversion coefficient map is prepared in the ROM 3 in which a larger value of the conversion coefficient is made to correspond to the larger voltage, and a larger value of the conversion coefficient is made to correspond to the smaller value of the voltage. The conversion coefficient C is determined with reference to the conversion coefficient map. As a result, the battery voltage is controlled to on-time t _D of the duty drive is lengthened by the conversion factor C large value in situations where the driving pulse height h to be the DC motor 12 is reduced smaller performed. For this reason,
Irrespective of the fluctuation of the battery voltage, the driving force of the DC motor 12 matching the control amount V is obtained, and the followability of the actual opening of the throttle valve 11 to the required opening is good.

Thus, even when the battery voltage is relatively low, such as when the electric load is large or the battery is weak, the throttle valve controller can quickly follow the change in the required opening degree even when the required opening degree changes. Has been realized.

It should be noted that the present invention is not limited to the above-described embodiment, and it is needless to say that various improvements and modifications can be made without departing from the gist of the present invention. For example, in the above embodiment, when the control amount V is determined from the deviation G, the calculation method of the PID control is used. However, another calculation method other than the PID control may be used. Further, the value of the conversion coefficient C for converting the control amount V into the duty ratio DU differs depending on the battery voltage, but the conversion coefficient C itself may be fixed and multiplied by a correction coefficient based on the battery voltage. They are also stored in ROM3 in the form of maps.
Instead of preparing in advance, a routine program for calculating a conversion coefficient according to the battery voltage by a predetermined arithmetic expression may be used.

Alternatively, the detection signal of the opening sensor 13 is directly used as the signal of the actual opening for calculating the deviation G.
Although converted and used, for example, so-called phase lead compensation as shown in the simplest form in Equation 2 may be used. In Equation 2, T _A represents the actual opening degree, T _A ′ represents the actual opening degree in the previous cycle, d represents the gain of compensation, and D _A represents the actual opening degree after the phase advance compensation.

[0043]

(Equation 2)

[0044]

As is apparent from the above description, according to the present invention, it is possible to drive the throttle valve satisfactorily irrespective of fluctuations in the power supply voltage, and to quickly respond to a change in the required opening degree even when the voltage is low. There is provided a throttle valve control device capable of following the actual opening.

[Brief description of the drawings]

FIG. 1 is a diagram illustrating the basics of an electronic throttle.

FIG. 2 is a diagram illustrating a schematic configuration of a throttle valve controller.

FIG. 3 is a diagram illustrating a configuration example of a drive circuit.

FIG. 4 is a flowchart illustrating basic processing of one control cycle.

FIG. 5 is a flowchart illustrating an interrupt process.

FIG. 6 is a diagram illustrating a relationship between a voltage and a conversion coefficient in a conversion coefficient map.

FIG. 7 is a timing chart illustrating a driving signal.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Throttle valve controller 2 CPU 3 ROM 10 Engine control unit 11 Throttle valve

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Takamasa Kitamura 1 Toyota Town, Toyota City, Aichi Prefecture Inside Toyota Motor Co., Ltd. (72) Inventor Shigeo Wooda 1 Toyota Town, Toyota City, Toyota City, Aichi Prefecture Inside Toyota Motor Corporation

Claims (2)

[Claims] 1. A control amount calculating means for calculating a control amount of the throttle valve based on a deviation between a required opening degree and an actual opening degree of a throttle valve of an internal combustion engine, and a duty ratio is determined based on the control amount. In a throttle valve control device having a duty ratio determining unit and a signal output unit that outputs a power supply voltage on and off in accordance with the duty ratio, a reference unit that outputs a conversion coefficient having a different value depending on the power supply voltage, And a conversion coefficient determining means for determining a conversion coefficient corresponding to the power supply voltage, wherein the duty ratio determining means determines the duty ratio by multiplying the control amount by a conversion coefficient determined by the conversion coefficient determining means. A throttle valve control device, characterized in that: 2. The throttle valve control device according to claim 1, wherein said reference means outputs a large conversion coefficient for a small voltage, and outputs a small conversion coefficient for a large voltage. A throttle valve control device for outputting a conversion coefficient.