JPH11336569A - Throttle actuator control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a throttle actuator control device for internal combustion engines, which has realized a good property to follow-up a target opening of a throttle valve. SOLUTION: This throttle actuator control device for internal combustion engines is provided with a throttle valve 103 for adjusting the intake air quantity, a sensor 106 for detecting the opening θr of the throttle valve 103, a throttle actuator 104 for electrically driving the throttle valve 103, a variety of sensors for detecting various information which correspond to the operating conditions, a target opening operating means 13 for taking in various information and determining a target opening θtg of the throttle valve 103, a throttle valve driving means 14 for driving the throttle valve 103 through the throttle actuator 104, and a correction means 12 for correcting control gain of the throttle actuator 104 in response to various information related to the throttle actuator 104. The throttle actuator 104 is driven by the corrected control gain to perform follow-up control for the target opening.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a throttle actuator control device for an internal combustion engine mounted on an automobile, and more particularly, to a target opening of a throttle valve by correcting a control gain of the throttle actuator according to information related to the throttle actuator. BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a throttle actuator control device for an internal combustion engine that achieves good follow-up performance.

[0002]

2. Description of the Related Art FIG. 11 is a block diagram showing a general throttle actuator control device for an internal combustion engine. In FIG. 11, reference numeral 101 denotes an engine serving as a main body of an internal combustion engine mounted on an automobile; 102, an intake passage of the engine 101;
03 is an engine 101 attached to the intake passage 102.
This is a throttle valve for adjusting the amount of intake air.

Reference numeral 104 denotes a throttle actuator for electrically driving the throttle valve 103, which is constituted by a motor having torque hysteresis, temperature characteristics, and the like.

[0005] 105 is a throttle actuator 104
Is a temperature sensor that measures the temperature Hm of the throttle valve, 106 is a throttle opening sensor that outputs a voltage corresponding to the actual opening θr of the throttle valve 103, and 107 is the temperature of the air taken into the engine 101 as the intake air temperature Ha. An intake air temperature sensor 108 detects the temperature of the cooling water of
The water temperature sensor is measured as

Reference numeral 109 denotes an accelerator pedal operated by a driver of the automobile, and reference numeral 110 denotes an accelerator opening sensor which detects an operation amount of the accelerator pedal 109 as an accelerator opening α.

The accelerator opening sensor 110, together with the sensors 105 to 108 and other sensors not shown, constitutes various sensors for detecting various information corresponding to the operating state of the engine 101.

Reference numeral 111 denotes an EC including a microcomputer.
This is a throttle valve control device composed of U, and drives the throttle actuator 104 to control the opening degree θr of the throttle valve 103.

[0008] The throttle valve control device 111 includes an input information processing means 112 functioning as an input interface;
A target opening calculating means 113 for calculating a target opening θtg of the throttle valve 103;
And a throttle valve driving means 114 for driving the throttle valve 103 through the throttle valve.

The input information processing means 112 stores various information (throttle actuator temperature Hm, throttle opening θ
r, intake air temperature Ha, water temperature Hw, and accelerator opening α), and input them to the target opening calculating means 113.

The target opening calculating means 113 calculates a target opening θtg of the throttle valve 103 based on the various information inputted.
Is calculated. The throttle valve driving means 114 drives the throttle actuator 104 according to the target opening θtg, and controls the driving of the throttle valve 103 to the target opening.

The throttle valve driving means 114 changes the control duty ratio of the drive signal Dm output to the throttle actuator 104 in order to control the throttle opening θr by changing the current supplied to the throttle actuator 104. Thereby, the driving force of the throttle actuator 104 is adjusted.

More specifically, the throttle valve driving means 114
Compares the target opening θtg with the actually detected throttle opening θr, and outputs a drive signal D
The position feedback control is performed by changing the duty of m.

Next, the throttle valve 1 of the conventional throttle actuator control device for an internal combustion engine shown in FIG.
03 will be described. The control duty D of the throttle actuator 104 is P
In the throttle valve driving means 114 based on the ID calculation, the calculation is performed by the following equation (1).

D = DB + DP + DI + DD + DH (1)

In the equation (1), DB is a basic drive duty, DP is a control duty for a proportional term, DI is a control duty for an integral term, and DD is a control duty for a differential term. DH is the control duty for the hysteresis correction term, and is for reducing the influence of the friction torque of the throttle actuator 104.

Each term in the above equation (1) is calculated as follows. First, the control duty DP for the proportional term is calculated by the following equation (2).

[0017]

In equation (2), KP is a proportional gain, ε
Is an opening deviation between the target opening θtg and the actual throttle opening θr.

The control duty DI for the integral term is calculated by the following equation (3).

[0020]

In the equation (3), KI is an integral gain, Σ
ε is an integral value of the throttle opening deviation ε.

The control duty DD for the differential term is calculated by the following equation (4).

DD = KD · {θ (n) r−θ (n−1) r} (4)

In equation (4), KD is the differential gain, θ
(N) r is the throttle opening detected this time, θ (n−
1) r is the throttle opening previously detected, ｛θ (n) r
−θ (n−1) r} is the operation amount of the throttle opening θr from the previous time to the current time.

Further, the control duty DH for the hysteresis correction term is calculated by the following equations (5) to (7) according to the polarity of the opening deviation ε. That is, when the opening deviation ε is positive (ε> 0), the control duty DH for the hysteresis correction term is expressed by the following equation (5).

DH = KH (5)

In the equation (5), KH is a hysteresis correction gain. When the opening deviation ε is 0 (ε = 0), the control duty DH for the hysteresis correction term is used.
Is represented by the following equation (6).

DH = 0 (6)

When the opening deviation ε is negative (ε <0), the control duty DH for the hysteresis correction term is expressed by the following equation (7).

DH = -KH (7)

FIG. 12 is an explanatory diagram showing a time change of the throttle opening θr based on the feedback calculation. In FIG. 12, T0, T1, T2, and T3 are operation periods, and T04, T14, and T24 are operation timings (times) in each operation period.

For example, at time t21, the control duty D2 of the throttle actuator 104 in the section of the calculation cycle T2 is based on the target opening θtg1 and the actual throttle opening θr1 in the section of the previous calculation cycle T1. Similar to the expression (1), the calculation is performed by the following expression (8).

D2 = DB + DP2 + DI2 + DD2 + DH2 (8)

In the equation (8), the control duty DP2 for the proportional term in the operation cycle T2 is calculated by the following equation (9).

[0035]

In the equation (9), the throttle opening θr1 and the opening deviation ε1 in the section of the calculation cycle T1 are calculated by the following equations (10) and (11).

Θr1 = θr11 + θr12 + θr13 + θr14 (10) ε1 = (θtg1-θr11) + (θtg1-θr12) + (θtg1-θr13) + (θtg1-θr14) (11)

In equation (11), the opening deviation ε is calculated four times during the feedback period, thereby improving the control accuracy. Further, regarding the control duty DI2 for the integral term and the control duty DD2 for the differential term in the calculation cycle T2, the following equation (12) and (1)
It is calculated by the expression 3).

DI2 = KI · Σε (12) DD2 = KD · (θr1-θr0) (13)

In the equation (13), the throttle opening θr0 in the operation cycle T0 is calculated by the following equation (14), similarly to the equation (10).

Θr0 = θr01 + θr02 + θr03 + θr04 (14)

In FIG. 12, the throttle opening θ
Since r is larger than the target opening degree θtg and the opening degree deviation ε is positive, the control duty DH2 for the hysteresis correction term in the calculation cycle T2 is the same as the above equation (5), It is represented by the formula.

DH2 = KH (15)

As described above, the normal throttle opening degree θr
Is controlled by feedback calculation. However, in the case of the idle speed control (ISC), for example, a controllability of about 0.05 ° or less is required for the throttle opening degree θr, so that the throttle opening degree θr is more accurate than the feedback calculation method. Need to be controlled.

Therefore, there has been proposed a device for controlling the throttle valve 103 using dither control, as described in, for example, Japanese Patent Application Laid-Open No. 1-77726. In an apparatus using such dither control, the throttle valve 1
Although the stepping motor is used for the opening degree control of 03, the control resolution of the air amount can be improved without increasing the mechanical control resolution of the stepping motor by using the dither control.

Further, it is possible to control a minute throttle opening without improving the A / D resolution of the microcomputer constituting the throttle actuator control device.
FIG. 13 is an explanatory diagram showing a dither control operation for the purpose of controlling the minute opening of the throttle valve 103.

In FIG. 13, the target opening calculating means 113
Are two kinds of target opening degrees, ie, a first target opening degree θtg which is a substantial final target and a second target opening degree θtg 'which is an actual driving target, as target values of the throttle opening degree θr. Set.

The first target opening θtg is determined according to the driver's accelerator opening α (required engine torque), and is calculated from the current target opening to the next target opening. Indicates a constant value.

The second target opening θtg ′ is set as a value that changes every fixed switching period τ with respect to the first target opening θtg. In this case, the first target opening degree θtg is
The calculation is performed with higher accuracy than the A / D conversion resolution of the microcomputer constituting the throttle actuator control device.

For example, when the A / D conversion resolution of the microcomputer is 10 bits, the first target opening θtg is set by 11 bits, and the second throttle opening θtg ′ is equal to the A / D resolution of the microcomputer. It is set with 10 bits.

Normally, when the position of the throttle opening θr is fed back, the control accuracy cannot be improved beyond the A / D resolution of the microcomputer serving as the position detector. However, by using the dither control as shown in FIG. 12, the first target opening θtg can be set at the middle point between the second target opening θtg ′, and the throttle valve 103 can be controlled. The apparent control resolution can be improved.

In the conventional throttle actuator control device, when the throttle control of a minute opening is required, the dither control is used as shown in FIG. 12, but the following three problems are involved. In.

The first problem is that the hysteresis of the throttle actuator (motor) 104 varies depending on the rotation angle of the motor, so that the followability of the target opening degree θtg differs even under the same environmental conditions and driving conditions. Is raised.

That is, depending on the motor rotation angle, there are a region where the air flow controllability is good, a region where the air amount controllability is poor, and a region where the air amount control is too sensitive. Stability will be impaired.

In a region where the follow-up performance is too sensitive, the throttle opening θr causes overshoot or undershoot with respect to the target opening θtg, and the throttle valve 103 swings more than the target opening θtg.
Hunting occurs in the rotation of the engine 101.

The second problem is that the followability of the throttle actuator (motor) 104 to the target opening θtg differs depending on the temperature. This is because the motor of the throttle actuator 104 rotates according to the supplied current, but the internal resistance of the coil used in the motor changes as the temperature Hm of the throttle actuator 104 changes.

For example, when the temperature Hm is low, the current is easy to flow because the internal resistance of the motor is small. However, when the temperature rises, the internal resistance increases and the current becomes difficult to flow. The driving torque is reduced, and the motor becomes difficult to move. When the drive torque of the motor decreases, the ability to follow the target opening degree θtg deteriorates, and the controllability of the minute opening degree deteriorates.

Similarly, a difference occurs in the followability of the throttle valve 103 depending on the engine temperature (water temperature Hw) of the engine 101. Because the throttle actuator 104
This is because it is attached near the engine 101 and is greatly affected by the temperature of the engine 101 (water temperature Hw).

In general, before and immediately after the start of the engine 101, the temperatures of the engine 101 and the throttle actuator 104 are both close to the outside air temperature. The temperature becomes about 80 ° C., and the throttle actuator 104 also rises to a temperature close thereto.

The target opening degree θtg due to such a temperature change
The change in the follow-up performance is not only caused by the change in the internal resistance of the motor, but also by the change in the sliding resistance caused by the subtle dimensional change in the material of the throttle valve 103 and the bore.

The third problem is that the resistance of the throttle actuator 104 when the motor is driven is not constant, but varies depending on variations during production.

For this reason, a phenomenon occurs in which a certain throttle actuator 104 has good followability with a minute opening degree, but another throttle actuator 104 has poor followability with a target opening degree θtg.

[0063]

As described above, the conventional throttle actuator control device for an internal combustion engine performs the throttle actuator 104 even when the feedback control or the dither control of the throttle opening θr is executed.
There is a problem that the control position of the throttle valve 103 varies due to various conditions related to the above, and it is not possible to stably and satisfactorily follow the target opening degree θtg.

The present invention has been made in order to solve the above-mentioned problems, and corrects the control gain of the throttle actuator in accordance with the information related to the throttle actuator so that the throttle valve can be adjusted to the target opening degree. It is an object of the present invention to obtain a throttle actuator control device for an internal combustion engine that achieves excellent followability.

[0065]

According to a first aspect of the present invention, a throttle actuator control device for an internal combustion engine detects a throttle valve for adjusting an amount of air taken into the internal combustion engine and an opening degree of the throttle valve. Opening degree detecting means, a throttle actuator for electrically driving the throttle valve, various sensors for detecting various information corresponding to the operating state of the internal combustion engine, and a target of the throttle valve by taking in various information. Target opening calculating means for determining the opening, throttle valve driving means for driving the throttle valve via the throttle actuator, and correcting means for correcting the control gain of the throttle actuator according to various information related to the throttle actuator The throttle actuator is driven by the corrected control gain. Is one in which follow-up control to the target opening degree is performed.

According to a second aspect of the present invention, there is provided a throttle actuator control device for an internal combustion engine according to the first aspect, wherein the correction means corrects a control gain for a control amount for torque hysteresis of the throttle actuator. Is what you do.

According to a third aspect of the present invention, there is provided a throttle actuator control device for an internal combustion engine according to the first or second aspect, wherein the correction means detects the drive position of the throttle actuator based on the opening degree of the throttle valve. Then, the control gain of the throttle actuator is corrected according to the drive position.

According to a fourth aspect of the present invention, there is provided a throttle actuator control device for an internal combustion engine according to the third aspect, wherein the correction means learns a correction amount in accordance with a drive position of the throttle actuator.

According to a fifth aspect of the present invention, there is provided a throttle actuator control device for an internal combustion engine according to any one of the first to fourth aspects, wherein the various sensors include a temperature sensor for detecting a temperature of the throttle actuator. The correction means corrects the control gain of the throttle actuator according to the temperature of the throttle actuator.

According to a sixth aspect of the present invention, there is provided a throttle actuator control device for an internal combustion engine according to the fifth aspect, wherein the correction means learns a correction amount according to a temperature of the throttle actuator.

According to a seventh aspect of the present invention, there is provided a throttle actuator control device for an internal combustion engine according to any one of the first to sixth aspects, wherein the various sensors detect a temperature of a cooling water of the internal combustion engine as a water temperature. The correction means corrects the control gain of the throttle actuator according to the water temperature.

According to a thirteenth aspect of the present invention, in the throttle actuator control device for an internal combustion engine according to the seventh aspect, the correction means learns a correction amount according to the water temperature.

According to a ninth aspect of the present invention, there is provided a throttle actuator control device for an internal combustion engine according to any one of the first to eighth aspects, wherein the throttle valve driving means drives the throttle actuator using dither control. Is what you do.

[0074]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiment 1 Hereinafter, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a configuration diagram showing Embodiment 1 of the present invention. In FIG. 1, 10
1-108, 110, Dm, Ha, Hm, Hw, α, θ
r and θtg are the same as those described above (see FIG. 11).

Reference numerals 11, 13 and 14 correspond to the aforementioned throttle valve controller 111, target opening calculating means 113 and throttle valve driving means 114, respectively, and the aforementioned input information processing means 112 is omitted. ing.

Numeral 12 denotes a correction means for correcting the control gain of the throttle actuator 104, which corrects the control duty value of the drive signal Dm in accordance with various kinds of sensor information related to the throttle actuator 104. Generate a signal K.

In this case, the correction means 12 detects the drive position (rotation angle of the motor) of the throttle actuator 104 based on the opening degree θr of the throttle valve 103, and targets the torque hysteresis of the throttle actuator 104 according to the drive position. The control gain is corrected for the control amount described above.

Next, the operation of correcting the drive position (motor rotation angle) of the throttle actuator 104 according to the first embodiment of the present invention shown in FIG. 1 will be described. When correcting the rotation angle of the throttle actuator 104, the control duty D of the throttle actuator 104 is
It is calculated as in the following equation (16).

D = DB + DP + DI + DD + Krh · DH (16)

In the equation (16), Krh is a rotation angle correction coefficient (correction amount) for the control duty DH for the hysteresis correction term. Generally, the hysteresis of the motor of the throttle actuator 104 varies depending on the rotation angle. Therefore, the hysteresis correction amount is changed according to the rotation angle as shown in Expression (16).

FIG. 2 is a characteristic diagram showing the relationship between the throttle opening θr and the rotation angle correction coefficient Krh with respect to the motor rotation angle θm of the throttle actuator 104. In FIG. 2, the horizontal axis represents the motor rotation angle θm [°], and the vertical axis represents changes in the throttle opening θr and the rotation angle correction coefficient Krh.

Due to the structure of the throttle actuator 104, the rotation angle correction coefficient Krh for the hysteresis is set large for a motor rotation angle θm with a large hysteresis, and the rotation angle correction coefficient is set for the motor rotation angle θm with a small hysteresis. Set Krh small.

Normally, since a speed reducer is inserted between the motor of the throttle actuator 104 and the throttle valve 103, the throttle valve 103 is fully closed (θr = 0).
°) to fully open (θr = 90 °), the motor of the throttle actuator 104 is rotated several times.

However, in FIG. 2, the motor rotation angle θ
m is set to 0 ° to 360 ° to set the rotation angle correction coefficient Krh. For example, when the motor rotation angle θm is 60 ° and when the motor rotation angle θm is 420 °, the same rotation angle correction coefficient Krh is set. Shall be used.

Hereinafter, the control processing procedure of the correction operation according to the first embodiment of the present invention will be described with reference to the flowchart of FIG. In FIG. 3, first, the correction unit 12 reads the opening θr of the throttle valve 103 from the throttle opening sensor 106 (step S1).

Subsequently, based on the throttle opening θr,
The motor rotation angle θm corresponding to the drive position of the throttle actuator 104 is calculated (step S2). The motor rotation angle θm is calculated based on the throttle valve 10 stored in advance.
3 can be calculated by a map operation based on the reduction ratio.

Further, for example, as shown in FIG. 2, a rotation angle correction coefficient Krh (θm) for the hysteresis is obtained based on the motor rotation angle θm (step S3), and this is used as a correction signal K as a throttle signal driving means 14. To enter. The rotation angle correction coefficient Krh (θm) can be obtained by a map calculation based on the motor characteristics of the throttle actuator 104 stored as shown in FIG.

Next, based on the target opening θtg and the rotation angle correction coefficient Krh, the throttle valve driving means 14 calculates the throttle actuator 10 based on the target opening θtg and the equation (16).
The control duty D of Step 4 is calculated (Step S4).

Finally, the throttle actuator 104 is driven by the control duty D, and the throttle valve 103 is driven.
Is driven to coincide with the target opening degree θtg (step S
5), the processing routine of FIG. 3 ends.

As described above, by setting the rotation angle correction coefficient Krh according to the motor rotation angle θm, regardless of the motor rotation angle θm having different hysteresis, the target opening θ
Good followability to tg can be obtained, and followability over the entire area can be ensured even when the throttle opening θr is slightly changed.

Embodiment 2 In the first embodiment, the motor rotation angle θm (0 ° to
360 °) and the rotation angle correction coefficient Krh for the motor rotation angle θm is set, but the rotation angle correction coefficient may be set for the throttle opening θr itself.

Also in this case, a good followability to the target opening θtg can be obtained regardless of the throttle opening θr by the rotation angle correction coefficient corresponding to the throttle opening θr. In this case, followability over the entire area can be secured.

Embodiment 3 Further, in the first embodiment, the rotation angle correction coefficient Krh is set only for the control duty DH for the hysteresis correction term as in equation (16). (A proportional term, an integral term, a derivative term, or a combination thereof) may be used to set a correction coefficient.

D = DB + Kp · DP + Ki · DI + Kd · DD + Krh · DH (17)

In the equation (17), Kp is a rotation angle correction coefficient for the control duty DP for the proportional term, Ki is a rotation angle correction coefficient for the control duty DI for the integral term, K
d is a rotation angle correction coefficient for the control duty DD for the differential term.

Also in this case, good followability to the target opening degree θtg can be obtained irrespective of the motor rotation angle θm by the rotation angle correction coefficients Kp, Ki, Kd and Krh according to the motor rotation angle θm. In addition, it is possible to ensure the followability over the entire area even when the throttle opening θr is slightly changed.

Embodiment 4 It should be noted that the first to the first embodiments
In 3, the rotation angle correction coefficient is set based on the throttle opening θr or the motor rotation angle θm, but the correction coefficient may be set based on the temperature.

Hereinafter, the temperature H of the throttle actuator will be described.
A fourth embodiment of the present invention in which a temperature correction coefficient is set based on a will be described with reference to the drawings.

FIG. 4 is a characteristic diagram showing a set value of a temperature correction coefficient Khh with respect to a temperature Ha in the fourth embodiment of the present invention, and FIG. 5 shows a control processing procedure of a correction operation according to the fourth embodiment of the present invention. It is a flowchart. In addition,
The overall configuration of the fourth embodiment of the present invention is as shown in FIG.

In this case, the throttle valve control means 11
Throttle actuator 1 according to temperature correction coefficient Khh
The difference of the hysteresis of 04 is appropriately controlled and corrected.
The temperature Ha of the throttle actuator 104 detected from the temperature sensor 105 is used as the temperature information.

In FIG. 5, steps S4 and S5 are the same as those described above (see FIG. 3), and steps S11 and S13 correspond to steps S1 and S3, respectively.

First, the correction means 12 (see FIG. 1) reads the temperature Ha of the throttle actuator 104 (step S11), and acquires a temperature correction coefficient Khh (Ha) corresponding to the temperature Ha as shown in FIG. (Step S1
3), using this as a correction signal K, the throttle valve driving means 1
Enter 4

Hereinafter, the throttle valve driving means 14 operates the throttle actuator 1 based on the temperature correction coefficient Khh for the control duty DH of the hysteresis correction term.
The control duty D of the throttle actuator 104 is calculated based on the control duty D (step S4).
Is driven (step S5). In step S4,
The control duty D is calculated as in the following equation (18).

D = DB + DP + DI + DD + Khh · DH (18)

In equation (18), the temperature correction coefficient Khh
Is set to a small value when the temperature Ha is low, as shown in FIG. 4, and is set to a large value as the temperature Ha rises.

Because, as described above, the lower the temperature Ha of the throttle actuator 104, the lower the internal resistance of the motor, the larger the motor current, the easier the motor moves. This is because the internal resistance increases, the motor current value decreases, and the motor becomes difficult to move.

As described above, by setting the temperature correction coefficient Khh in accordance with the temperature Ha, excellent followability to the target opening θtg can be obtained regardless of the motor rotation angle θm having different hysteresis in accordance with the temperature Ha. Therefore, even in a slight change in the throttle opening θr, the followability over the entire region can be secured.

That is, the throttle actuator 10
By the correction based on the temperature Ha of 4, a change in the motor operation due to the temperature Ha can be absorbed, and the followability to the target opening θtg can be improved regardless of the temperature Ha.

Embodiment 5 FIG. In the fourth embodiment, the temperature correction coefficient Khh is set based on the temperature Ha detected by the temperature sensor 105. Therefore, the heat generation amount of the motor may be estimated and calculated, and the calculated value of the heat generation amount may be used as the temperature information.

Embodiment 6 FIG. In the fourth embodiment, the temperature is corrected only for the control duty DH corresponding to the hysteresis correction term as in the equation (18).
Correction may be made for the integral term and the derivative term.

Embodiment 7 FIG. In the fourth embodiment, the temperature correction coefficient Khh is set based on the temperature Ha detected from the temperature sensor 105.
Temperature correction coefficient Khh based on the water temperature Hw detected from
May be set.

A seventh embodiment of the present invention using the water temperature Hw as the temperature information will be described below with reference to the drawings. FIG. 6 is a flowchart showing a control processing procedure of a correction operation according to the seventh embodiment of the present invention.

The overall structure of the seventh embodiment of the present invention is as shown in FIG. 1, and the correction means 12 shown in FIG.
However, the only difference is that the correction signal K is generated according to the water temperature Hw of the engine 101.

In FIG. 6, steps S21 and S2
Step 3 corresponds to steps S11 and S13 described above (see FIG. 5), and steps S4 and S5 are the same steps as described above.

First, the correction means 12 is provided with a water temperature sensor 108.
The water temperature Hw of the engine 101 is read from the
21), a temperature correction coefficient Khh (Hw) corresponding to the water temperature Hw
Is acquired (step S23), and this is input to the throttle valve driving means 14 as a correction signal K.

The temperature correction coefficient Khh (H
w) can be set similarly to FIG. Generally, the mounting position of the throttle actuator 104 is
01, but the throttle actuator 10
4 has a high correlation with the water temperature Hw of the engine 101, the water temperature Hw can be used as the temperature information and used instead of the temperature Ha of the throttle actuator 104.

Hereinafter, the throttle valve driving means 14 uses the temperature correction coefficient Khh (Hw) based on the water temperature Hw in the same manner as in the above equation (18).
4 is calculated (step S4), and the throttle actuator 104 is driven (step S4).
5).

As described above, the correction based on the water temperature Hw makes it possible to absorb the change in the motor operation due to the water temperature Hw, and to follow the target opening θtg regardless of the water temperature Hw. Properties can be improved.

As described above, not only the hysteresis term but also the proportional term, the integral term, and the differential term may be corrected. Alternatively, the motor temperature may be estimated and calculated from the initial water temperature Hw and the total drive time or total current of the throttle actuator 104, and used as temperature information.

Embodiment 8 FIG. It should be noted that the first to the first embodiments
In No. 7, although the learning of the correction coefficient is not particularly mentioned, a function of learning the correction coefficient used in the equation for calculating the drive duty D of the throttle actuator 104 may be added.

An eighth embodiment of the present invention to which a function of learning a correction coefficient (correction amount) is added will be described below with reference to the drawings.
FIG. 7 is a diagram illustrating a time change of the throttle opening degree θr and a learning operation of a correction coefficient according to the eighth embodiment of the present invention. Here, the throttle valve driving means 14 (see FIG. 1) uses dither control. Throttle actuator 1
04 is driven.

That is, the target opening calculating means 13 in the throttle valve control device 11 calculates the first target opening θtg and the second target opening θtg 'as shown in FIG. 14 drives the throttle actuator 104 with a second target opening θtg ′ that can be switched up and down across the first target opening θtg.

In FIG. 7, θtg and θtg ′ are
As described above (see FIG. 13), the first in dither control
And a second target opening. τ1 and τ2 are switching periods of the second target opening θtg ′, and the switching period τ1 is θ
The switching period τ2 corresponds to a period satisfying θtg <θtg ′.

The times t11 to t14 are detection timings (learning timings) of the throttle opening θr in the switching period τ1, and the times t21 to t24 are:
This is each detection timing (learning timing) of the throttle opening θr in the switching cycle τ2.

FIGS. 8 and 9 show an eighth embodiment of the present invention.
8 is a flowchart showing a control processing procedure of the correction operation according to FIG. 8, FIG. 8 shows a correction operation in the switching period τ1, and FIG. 9 shows a correction operation in the switching period τ2. FIG. 10 shows a motor rotation angle θ according to the eighth embodiment of the present invention.
FIG. 9 is an explanatory diagram showing a learning correction coefficient KG for m.

In this case, the correcting means 12 in the throttle valve control device 11 learns the correction coefficient Krh (correction amount) according to the motor rotation angle θm of the throttle actuator 104. Therefore, the control duty D of the throttle actuator 104 is calculated by the above equation (16).

Next, referring to FIG. 8 to FIG.
A learning process in the case where the throttle actuator 104 is dithered as described above will be described. In FIG.
Step S4 is the same step as described above. Note that the learning correction coefficient KG in FIG. 10 is obtained in advance for each motor rotation angle θm, and is stored in the learning means in the correction means 12.

First, the target opening calculating means 13 outputs the second target whose level is alternately inverted about the first target opening θtg.
Is calculated (step S31), the throttle valve driving means 14 calculates the control duty D according to the second target opening θtg '(step S4), and drives the throttle actuator 104. .

Subsequently, the correction means 12 calculates the motor rotation angle θm from the throttle opening θr (step S3).
2). Further, the throttle opening θr (t1) at each of the times t11 to t14 within the switching period τ1 is detected (step S3).
3) The throttle opening θr (t1) is compared with the second target opening θtg ′ to determine whether or not θtg ′> θr (t1) (step S34).

If it is determined that θtg ′> θr (t1) (that is, YES), the throttle opening θr (t1) detected at each of the times t11 to t14 becomes the second target opening θtg ′. On the other hand, since the throttle valve 103 is on the low opening side as a whole, it can be seen that the throttle valve 103 is in a control sensitive state in which the throttle valve 103 is largely operated beyond the amplitude of the second target opening θtg ′.

Accordingly, the rotation angle correction coefficient Krh of the motor rotation angle θm at each of the times t11 to t14 is set small (step S35), and the throttle actuator 10
Motor operation of Step 4 is slowed down.

On the other hand, in step S34, θtg '
If it is determined that ≦ θr (t1) (that is, NO), each throttle opening θr (t1) is on the higher opening side than the second target opening θtg ′ as a whole, and the throttle valve 103
Since it is found that the (motor) is not moving much, the rotation angle correction coefficient Krh is set large (step S3).
6) Increase the motor operating speed of the throttle actuator 104.

Similarly, at times t21 to t21 in the switching period τ2,
At t24, a correction operation is performed as shown in FIG. FIG.
Is different from FIG. 8 only in steps S33A and S34A.

In this case, each time t21 within the switching period τ2
To t24 (step S33A), each throttle opening θr (t2) is compared with the second target opening θtg ′, and θtg ′ <θr (t
It is determined whether or not 2) is satisfied (step S34A).

If it is determined that θtg ′ <θr (t2) (that is, YES), the throttle opening θr (t
2) is on the high opening side with respect to the second target opening degree θtg ′, and the throttle valve 103 is in the control sensitive state. Therefore, the rotation angle correction coefficient Krh of the motor rotation angle θm at each time t21 to t24 is calculated. It is set small (step S35).

On the other hand, in step S34A, θt
If it is determined that g ′ ≧ θr (t2) (that is, NO), each throttle opening θr (t2) becomes the second target opening θ
Since the throttle valve 103 (motor) is on the lower opening side than tg ′ and the throttle valve 103 (motor) is not moving much, the rotation angle correction coefficient Kr
h is set large (step S36).

The correction results of FIGS. 8 and 9 are updated as new learning correction coefficients KG and stored in the learning means in the correction means 12. That is, each time the target opening degree θtg 'matches each position of the motor rotation angle θm, the correction coefficient is updated by performing learning at each position. By learning such a correction coefficient (correction amount), the final correction coefficient can be made to correspond to each throttle actuator 104 accurately.

As described above, by adding the learning function, the hunting phenomenon in which the engine speed becomes unstable during dither control, for example, is eliminated, and good engine operating characteristics can be obtained.

Further, since the correction amount is learned with respect to the motor rotation angle θm (or the throttle opening θr), even if the characteristics of the throttle actuator 104 vary due to individual variations and aging, the entire range is obtained. Over the target opening θtg ′.

Embodiment 9 FIG. In the eighth embodiment, the case where the throttle valve 103 is subjected to dither control has been described. However, it is needless to say that the learning function is effective even when dither control is not performed.

In the eighth embodiment, a learning correction function is added to the correction coefficient for the motor rotation angle θm as shown in FIG.
It is needless to say that the same learning correction can be performed for the correction coefficient for the temperature Ha or the water temperature Hw of No. 4 and the same operation and effect can be obtained.

In this case, the throttle actuator 10
With respect to the temperature Ha or the water temperature Hw of 4, the variation in the production of the throttle actuator 104 and the secular change of the characteristic can be absorbed, and the followability to the target opening can be improved. Further, a learning function may be added by combining correction coefficients for the motor rotation angle θm, the temperature Ha of the throttle actuator 104, and the water temperature Hw.

[0143]

As described above, according to the first aspect of the present invention, the throttle valve for adjusting the amount of air taken into the internal combustion engine and the throttle opening detection for detecting the opening of the throttle valve. Means, a throttle actuator for electrically driving the throttle valve, various sensors for detecting various information corresponding to the operating state of the internal combustion engine, and a target opening for determining a target opening of the throttle valve by taking in various information. Degree calculating means, throttle valve driving means for driving a throttle valve via a throttle actuator, and correcting means for correcting a control gain of the throttle actuator in accordance with various information related to the throttle actuator. Is driven by the corrected control gain so that the follow-up control to the target opening is performed. Since the, the effect of the throttle actuator control apparatus for an internal combustion engine that achieves good followability to the target opening of the throttle valve is obtained.

According to a second aspect of the present invention, in the first aspect, the correction means corrects the control gain for the control amount for torque hysteresis of the throttle actuator. There is an effect that a throttle actuator control device for an internal combustion engine that achieves good followability to the target opening of the valve can be obtained.

According to a third aspect of the present invention, in the first or second aspect, the correction means detects the drive position of the throttle actuator based on the opening degree of the throttle valve, and detects the drive position of the throttle actuator in accordance with the drive position. Since the control gain of the throttle actuator is corrected, there is an effect that a throttle actuator control device for an internal combustion engine realizing good tracking of a target opening of a throttle valve can be obtained.

According to a fourth aspect of the present invention, in the third aspect, the correction means learns the correction amount according to the drive position of the throttle actuator. There is an effect that a throttle actuator control device for an internal combustion engine that achieves good follow-up performance with respect to the internal combustion engine is obtained.

According to a fifth aspect of the present invention, in any one of the first to fourth aspects, the various sensors include a temperature sensor for detecting a temperature of the throttle actuator, and the correcting means includes a throttle actuator. Since the control gain of the throttle actuator is corrected in accordance with the temperature of the throttle valve, there is an effect that a throttle actuator control device for an internal combustion engine realizing good tracking of the target opening of the throttle valve can be obtained.

According to a sixth aspect of the present invention, in the fifth aspect, the correction means learns the correction amount according to the temperature of the throttle actuator.
There is an effect that a throttle actuator control device for an internal combustion engine that achieves good followability to the target opening of the throttle valve can be obtained.

According to a seventh aspect of the present invention, in any one of the first to sixth aspects, the various sensors include a water temperature sensor for detecting a temperature of cooling water of the internal combustion engine as a water temperature. Since the means corrects the control gain of the throttle actuator according to the water temperature,
There is an effect that a throttle actuator control device for an internal combustion engine that achieves good followability to the target opening of the throttle valve can be obtained.

According to the eighth aspect of the present invention, in the seventh aspect, the correction means learns the correction amount in accordance with the water temperature. There is an effect that a throttle actuator control device for an internal combustion engine that achieves followability can be obtained.

According to a ninth aspect of the present invention, in any one of the first to eighth aspects, the throttle valve driving means drives the throttle actuator using dither control. There is an effect that a throttle actuator control device for an internal combustion engine that achieves good followability to the target opening of the valve can be obtained.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing a first embodiment of the present invention.

FIG. 2 is a characteristic diagram showing a rotation angle correction coefficient with respect to a motor rotation angle according to the first embodiment of the present invention.

FIG. 3 is a flowchart showing a correction operation according to the first embodiment of the present invention.

FIG. 4 is a characteristic diagram showing a temperature correction coefficient with respect to a temperature in Embodiment 4 of the present invention.

FIG. 5 is a flowchart showing a correction operation according to Embodiment 4 of the present invention.

FIG. 6 is a flowchart showing a correction operation according to Embodiment 7 of the present invention.

FIG. 7 is a diagram illustrating a time change of a throttle opening and a learning operation of a correction coefficient according to an eighth embodiment of the present invention.

FIG. 8 is a flowchart showing a correction operation according to Embodiment 8 of the present invention.

FIG. 9 is a flowchart showing a correction operation according to Embodiment 8 of the present invention.

FIG. 10 is an explanatory diagram showing a learning correction coefficient according to an eighth embodiment of the present invention.

FIG. 11 is a configuration diagram illustrating a conventional throttle actuator control device for an internal combustion engine.

FIG. 12 is an explanatory diagram showing a time change of a throttle opening based on a feedback calculation by a conventional throttle actuator control device for an internal combustion engine.

FIG. 13 is an explanatory diagram showing a dither control operation by a conventional throttle actuator control device for an internal combustion engine.

[Explanation of symbols]

11 Throttle valve control device, 12 Correction means, 13
Target opening calculating means, 14 Throttle valve driving means, 10
1 engine (internal combustion engine), 103 throttle valve, 1
04 Throttle actuator, 105 temperature sensor, 106 throttle opening sensor, 108 water temperature sensor, Dm drive signal, Ha temperature, Hw water temperature, K correction signal, Krh rotation angle correction coefficient, Khh temperature correction coefficient, t11-t14, t21-t24 Detection timing (learning timing), θm Motor rotation angle (drive position), θr Throttle opening, θtg Target opening, θt
g ′ a second target opening, S2 a step of calculating a motor rotation angle, S3 a step of obtaining a rotation angle correction coefficient,
S4 Step of calculating control duty, S13, S
23 Step of Obtaining Temperature Correction Coefficient, S33, S3
3A Step of detecting throttle opening at each detection timing, S34, S34A Step of comparing target opening with detected opening, S35 Step of reducing correction coefficient, S36 Step of increasing correction coefficient.

──────────────────────────────────────────────────の Continued on the front page (51) Int.Cl. ⁶ Identification code FI F02D 45/00 360 F02D 45/00 360B (72) Inventor Satoshi Wachi 2-3-2 Marunouchi 2-chome, Chiyoda-ku, Tokyo Mitsubishi Electric Inside (72) Inventor Hiroshi Ouchi 2-3-2 Marunouchi, Chiyoda-ku, Tokyo Mitsubishi Electric Corporation

Claims (9)

[Claims] 1. A throttle valve for adjusting an amount of air taken into an internal combustion engine, a throttle opening detecting means for detecting an opening of the throttle valve, and an electric drive of the throttle valve. A throttle actuator, various sensors for detecting various information corresponding to an operation state of the internal combustion engine, target opening calculating means for taking in the various information to determine a target opening of the throttle valve, and a throttle actuator. A throttle valve driving unit for driving the throttle valve through the control unit; and a correction unit for correcting a control gain of the throttle actuator in accordance with various information related to the throttle actuator. Driven by the control gain, the follow-up control to the target opening is performed. Throttle actuator control apparatus for an internal combustion engine, characterized in that dividing. 2. The throttle actuator control device according to claim 1, wherein the correction unit corrects the control gain for a control amount for torque hysteresis of the throttle actuator. 3. The method according to claim 2, wherein the correcting unit detects a drive position of the throttle actuator based on an opening of the throttle valve, and corrects a control gain of the throttle actuator according to the drive position. 3. The throttle actuator control device for an internal combustion engine according to claim 1 or 2. 4. The throttle actuator control device according to claim 3, wherein the correction unit learns a correction amount according to a drive position of the throttle actuator. 5. The throttle sensor according to claim 1, wherein the various sensors include a temperature sensor for detecting a temperature of the throttle actuator, and the correction unit corrects a control gain of the throttle actuator according to a temperature of the throttle actuator. A throttle actuator control device for an internal combustion engine according to any one of claims 1 to 4. 6. The throttle actuator control device according to claim 5, wherein the correction unit learns a correction amount according to a temperature of the throttle actuator. 7. The various sensors include a water temperature sensor that detects a temperature of the cooling water of the internal combustion engine as a water temperature, and the correction unit corrects a control gain of the throttle actuator according to the water temperature. The throttle actuator control device for an internal combustion engine according to any one of claims 1 to 6, wherein 8. The throttle actuator control device according to claim 7, wherein the correction unit learns a correction amount according to the water temperature. 9. The throttle actuator control device according to claim 1, wherein the throttle valve driving means drives the throttle actuator using dither control.