JPH11351040A - Control system for internal-combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To permit a limp-home travel operation through a fail determination even when either or both accelerator opening sensors undergo a failure that can not be detected individually. SOLUTION: The internal-combustion-engine control system comprises a throttle control means 8 for controlling a throttle actuator 4 in dependence on at least either of accelerator openings A1 and A2, and a means 7 for detecting a failure in at least either of a first and second accelerator opening sensors 9 and 10. The accelerator-opening-sensor failure detection means 7 makes a failure determination if the deviation between the accelerator openings A1 and A2 is equal to or more than a preset value while the accelerator opening sensors 9 and 10 have a failure that can not be detected individually. The throttle control means 8 shifts the control of the throttle actuator 4 to failure- determination control when at least either of the accelerator opening sensors is found having a failure.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an internal combustion engine control apparatus using a dual accelerator opening sensor, and more particularly, to a control system for a single or both accelerator opening sensors that fails to detect independently. The present invention relates to an internal combustion engine control device that enables limp home running by fail determination.

[0002]

2. Description of the Related Art It is well known that an accelerator opening sensor has a double system, and a failure determination is made by comparing output values of both sensors. FIG. 6 shows, for example, Japanese Patent Publication No. 6-948.
FIG. 1 is a configuration diagram showing a conventional internal combustion engine control device using a double accelerator opening degree sensor described in Japanese Patent Publication No. 20;

In FIG. 6, reference numeral 3 denotes an internal combustion engine (engine).
A throttle valve provided in the intake pipe 6 of the first embodiment, a motor 4 for driving the throttle valve 3 and a throttle opening sensor (TP) 5 for detecting the opening T of the throttle valve 3
S).

[0004] The motor 4 functions as a throttle actuator for driving the throttle valve 3, and the throttle valve 3 is rotationally driven by the motor 4 to open and close the intake pipe 6, thereby adjusting the amount of air supplied to the engine.

Reference numeral 20 denotes an accelerator pedal, reference numeral 21 denotes a first accelerator opening sensor for detecting the opening A1 of the accelerator pedal 20, reference numeral 22 denotes a second accelerator opening sensor for detecting the opening A2 of the accelerator pedal 20, and reference numeral 23 denotes An accelerator pedal switch connected in parallel to the second accelerator opening sensor.
The output values of the accelerator opening sensors 21 and 22 (the accelerator opening A1, A2) change linearly in accordance with the amount of depression of the accelerator pedal 20.

Reference numeral 71 denotes a PID controller to which the accelerator opening A1 and the throttle opening T are input, and 72 denotes an output transistor for applying a drive signal D from the PID controller 71 to the motor 4, and these are first ECUs. Is composed.

Reference numeral 80 denotes a logic circuit to which the accelerator openings A1 and A2, the throttle opening T and the drive signal D are inputted, and constitutes a second ECU. The output signal of the logic circuit 80 is applied to the output transistor 72.

Reference numeral 81 denotes a subtractor for calculating a deviation ΔA between the accelerator opening A1 and the throttle opening T, 82 a filter for filtering the accelerator opening deviation ΔA, and 83 a comparator inserted at the output end of the filter 82. , 84 are displays driven by the output of the comparator 83. The output of the comparator 83 is also input to the logic circuit 80.

According to the apparatus shown in FIG. 6, the first accelerator opening A1 and the throttle opening T (the second accelerator opening A
(Corresponding to 2) exceeds a predetermined value, a malfunction signal is generated from the comparator 83 and displayed on the display 84.

That is, the first accelerator opening sensor 21
Is compared with the output value of the second accelerator opening sensor 22, and if the accelerator opening deviation ΔA is equal to or more than a predetermined value, it is determined that a failure has occurred, and the display 84 is displayed.

However, in the above configuration, the driver is only informed of the failure by the indicator 84. For example, despite the failure of the accelerator opening sensor 21 or 22, the output of the accelerator opening sensor 21 or 22 is output. The throttle opening T may be controlled according to the value.

In this case, the engine speed increases even though the accelerator pedal 20 is not depressed, and conversely, the engine speed does not increase despite the accelerator pedal 20 being depressed. .

[0013]

Since the conventional internal combustion engine control device is constructed as described above, when the accelerator opening sensor 21 or 22 fails, the throttle opening T is adjusted according to the accelerator opening A1 or A2. Control has resulted in a problem that the engine torque required by the driver cannot be obtained.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems. Even if one or both of the accelerator opening sensors have a failure that cannot be detected independently, the limp home traveling is determined by a failure determination. It is an object of the present invention to obtain an enabled internal combustion engine control device.

[0015]

According to a first aspect of the present invention, there is provided an internal combustion engine control device comprising: various sensors for detecting an operation state of the internal combustion engine; a throttle valve for adjusting an amount of air supplied to the internal combustion engine; A throttle actuator that drives a throttle valve; and an internal combustion engine control unit that controls the internal combustion engine in accordance with an operating state detected by various sensors.The various sensors include a throttle opening sensor that detects an open / close position of the throttle valve. And first and second accelerator opening sensors for detecting an operation position of an accelerator pedal, wherein the internal combustion engine control means detects an accelerator opening detected by at least one of the first and second accelerator opening sensors. A throttle control means for controlling the throttle actuator, and at least one of the first and second accelerator opening sensors. Accelerator opening sensor failure detecting means for detecting a failure of the first and second accelerator opening sensors when the first and second accelerator opening sensors cannot detect the failure alone. If the deviation of each accelerator opening detected by the second accelerator opening sensor is equal to or greater than a predetermined value, it is determined that a malfunction has occurred, and the throttle control means determines that at least one of the first and second accelerator opening sensors has malfunctioned. Is detected, the control of the throttle actuator is shifted to the control at the time of failure determination.

According to a second aspect of the present invention, there is provided an internal combustion engine control apparatus according to the first aspect, wherein the throttle control means detects a failure of the accelerator opening sensor based on a deviation of each accelerator opening. The minimum value of the average value of each accelerator opening is stored, and the opening of the throttle valve is controlled based on the deviation between the average value of each accelerator opening and the minimum value of the average value.

According to a third aspect of the present invention, there is provided an internal combustion engine control apparatus according to the second aspect, wherein the throttle control means detects a failure of the accelerator opening sensor based on a deviation of each accelerator opening. Calculates the target opening of the throttle valve by adding the minimum value corresponding to the fully closed opening of the throttle valve to the deviation between the average value of each detection value of the accelerator opening sensor and the minimum value of the average value. It is.

According to a fourth aspect of the present invention, there is provided an internal combustion engine control apparatus according to the first aspect, wherein the throttle control means detects a failure of the accelerator opening sensor based on a deviation of each accelerator opening. , Storing the minimum value of the average value of the respective detection values of the first and second accelerator opening sensors, as well as the average value of the respective detection values of the first and second accelerator opening sensors and the minimum value of the average value. Of the throttle valve is controlled based on a value obtained by multiplying the deviation by a constant of 1 or less.

According to a fifth aspect of the present invention, there is provided an internal combustion engine control apparatus according to the fourth aspect, wherein the throttle control means detects a failure of the accelerator opening sensor based on a deviation of each accelerator opening. , The minimum value corresponding to the fully-closed opening of the throttle valve is added to the value obtained by multiplying the constant between the average value of each detection value of the accelerator opening sensor and the minimum value of the average value by a constant, and the The opening is calculated.

According to a sixth aspect of the present invention, in the internal combustion engine control device according to any one of the second to fifth aspects, the various sensors detect a brake which outputs a brake signal when a brake is depressed. The throttle control means includes a first and a second accelerator opening when a brake signal is input when a failure of the accelerator opening sensor is detected based on the deviation of each accelerator opening. The average value of the detected values of the sensor is stored as the minimum value.

[0021]

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 block diagram showing a first embodiment of the present invention.
1, A2, D and T are the same as those described above (see FIG. 6). 9 and 10 correspond to the first accelerator opening sensor 21 and the second accelerator opening sensor 22, respectively.

Reference numeral 1 denotes an engine serving as a main body of the internal combustion engine, which is disposed downstream of the intake pipe 6. 2 is the intake pipe 6
Is an air flow sensor (AFS) that is disposed upstream of and detects the amount of intake air Q.

Reference numeral 7 denotes a first functioning as an internal combustion engine control means.
ECU 8 has a second functioning as a throttle control means.
The first ECU 7 and the second ECU 8
Communicate information with each other via communication lines 11 and 12, and function in cooperation with each other. 1
Reference numeral 1 denotes a communication line for transmitting output information of the first ECU 7 to the second ECU 8, and reference numeral 12 denotes a communication line for transmitting output information of the second ECU 8 to the first ECU 8.

The first ECU 7 controls the engine 1 based on information from various sensors, and also controls the accelerator opening A1, intake air amount Q, throttle opening T, and second EC.
The output information of U8 is taken in, and first output information is generated via the communication line 11. The second ECU 8 takes in the accelerator opening A2, the throttle opening T, and the output information of the first ECU 7, and generates the second output information via the communication line 12.

The air flow sensor 2, the throttle opening sensor 5, the first accelerator opening sensor 9, and the second accelerator opening sensor 10 are various sensors for detecting the operating state of the engine 1, together with a crank angle sensor (not shown) and the like. Is composed.

The first ECU 7 and the second ECU 8
The control amount of the motor 4 constituting the throttle actuator is determined based on information from various sensors, and the engine 1
Control.

The first ECU 7 includes an accelerator opening sensor 9
Accelerator opening sensor failure detecting means for detecting at least one of the failures of the first and second accelerator opening sensors 9 and 10, the accelerator opening A 1 If the deviation between A2 and A2 is equal to or greater than a predetermined value, it is determined that a failure has occurred.

The second ECU 8 controls the motor 4 (throttle actuator) in accordance with at least one of the accelerator pedal positions A1 and A2, and responds to the detection of a failure in the accelerator pedal sensors 9 and 10 so that the motor 4 Is transferred to the control at the time of failure determination.

The second ECU 8 stores the minimum value of the average values of the accelerator opening degrees A1 and A2 and detects the average value and the average value when the sensor failure is detected based on the deviation between the accelerator opening degrees A1 and A2. The opening of the throttle valve 3 is controlled based on the deviation of the value from the minimum value.

Hereinafter, a normal control operation according to the first embodiment of the present invention shown in FIG. 1 will be described. First EC
U7 is based on the output information of the second ECU 8 obtained via the communication line 12, the accelerator opening A1 obtained from the first accelerator opening sensor 21, and the control information of the engine 1 (various sensor information). The target opening of the throttle valve 3 is calculated.

The target opening calculated by the first ECU 7 is:
The output information is transmitted to the second ECU 8 via the communication line 11. The second ECU 8 performs feedback control of the drive output of the motor 4 based on the target opening and the throttle opening T to adjust the opening T of the throttle valve 3.

Next, a description will be given of a determination processing operation when the first accelerator opening sensor 9 or the second accelerator opening sensor 10 according to the first embodiment of the present invention shown in FIG. 1 has failed. First, the accelerator opening A2 input to the second ECU 8 from the second accelerator opening sensor 10 is transmitted to the first ECU 7 via the communication line 12 as output information of the second ECU 8.

Subsequently, the first ECU 7 refers to the accelerator opening A1 input from the first accelerator opening sensor 9 and the accelerator opening A2 transmitted from the second ECU 8, and outputs the output when normal. By comparing the maximum value and the minimum value with each other, it is determined whether or not each is a failure.

Thus, for example, when the output terminal of the first accelerator opening sensor 9 or the second accelerator opening sensor 10 is short-circuited to the power supply or the ground or disconnected, the output can be made in a normal state. Since no accelerator opening value is output, it is possible to specify a malfunctioning accelerator opening sensor and switch to a normal sensor for control.

However, according to only the above-described processing operation, for example, when one or both of the accelerator opening degrees A1 and A2 indicate a failure within the normal output range (intermediate opening output), the failed accelerator opening degree The degree sensor cannot be specified. Therefore, in order to secure a fail-safe function when such a failure occurs, the first EC
U7 executes the process shown in FIG.

Next, the fail-safe operation according to the first embodiment of the present invention shown in FIG. 1 will be described with reference to FIG. First, in step S1 in FIG.
The absolute value of the deviation between the output values A1 and A2 from the first accelerator opening sensor 9 and the second accelerator opening sensor 10 and a predetermined value K corresponding to an intermediate opening output within the normal output range. And it is determined whether or not | A1−A2 | ≧ K is satisfied.

In step S1, if | A1-A
If 2 | <K (that is, NO) is determined,
The processing routine of FIG. 2 ends. On the other hand, if it is determined in step S1 that | A1−A2 | ≧ K (that is, YES), it is determined that a failure has occurred in the intermediate opening output that is within the normal output range, and in step S2, each accelerator is opened. The average value Aave of the degrees A1 and A2 is obtained by the following equation (1).

Aave = (A1 + A2) / 2 (1)

Subsequently, in step S3, the average accelerator opening Aave and the minimum accelerator opening Amin are compared to determine whether or not Amin> Aave is satisfied.

If Amin> Aave (that is, Y
ES), in step S4, the accelerator opening average value Aave is changed to the accelerator opening minimum value Amin.
It is updated and registered as (the minimum value of the average value), and the process proceeds to step S5.

On the other hand, in step S3, Amin ≦
If Aave (ie, NO) is determined, the process proceeds to step S5 without executing step S4. In step S5, the target opening To is calculated by the following equation (2) based on the difference between the average accelerator opening Aave and the minimum accelerator opening Amin and the minimum Tmin of the throttle opening T. Then, the processing routine of FIG. 2 ends.

To = Tmin + (Aave−Amin) (2)

Thus, the opening degree T of the throttle valve 3 is determined.
The drive signal D for the motor 4 is generated such that the drive signal D coincides with the target opening To, so that an appropriate output control of the engine 1 can be performed according to the depression amount of the accelerator pedal 20 by the driver's will.

The minimum value Amin of the accelerator opening is initially set to the maximum value that can be output from the accelerator opening sensors 9 and 10 immediately after the ignition switch is turned on, and is always updated at first. Has become.

As described above, the first ECU 7 executes the fail-safe function for the dual accelerator opening sensors 9 and 10, and compares each accelerator opening A1 and A2 to determine a failure.

Thus, even if a failure occurs in which one or both of the accelerator opening sensors 9 and 10 cannot be detected independently, safe limp-home traveling by limp home traveling can be performed based on the failure determination. .

Embodiment 2 In the first embodiment, the target opening To is calculated based on the difference between the average accelerator opening Aave and the minimum accelerator opening Amin, as shown in Expression (2). The target opening To may be calculated based on a value obtained by multiplying the difference between Aave and the accelerator opening minimum value Amin by a constant of 1 or less.

For example, in the first embodiment, the driving performance of the vehicle is ensured to some extent, so that the driver may continue running with a failure, but the value obtained by multiplying the accelerator opening deviation by a constant is used. If it is used, it is possible to reliably inform the driver of the occurrence of the failure and to reduce the traveling performance in order to prompt the driver to repair the accelerator opening sensor.

FIG. 3 is a flowchart showing a processing routine according to the second embodiment of the present invention using a value obtained by multiplying the accelerator opening deviation by a constant. Embodiment 2 of the present invention
Is the same as that shown in FIG. 1 except that a part of the operation program of the first and second ECUs 7 and 8 is different.

In FIG. 3, steps S1 to S4 are the same as those described above (see FIG. 2). In this case, in step S15 following steps S1 to S4, the accelerator opening average value Aave and the accelerator opening minimum value Amin
, The minimum value Tmin of the throttle opening T, and 1
The target opening To is calculated by the following equation (3) based on the following constant K, and the processing routine of FIG.

To = Tmin + K2 · (Aave−Amin) (3)

That is, in step S15, the average accelerator opening Aave and the minimum accelerator opening Amin
Is multiplied by an arbitrary constant K2 (0 <K2 <1) to calculate the target opening To.

As a result, it is possible to reduce the target opening To of the throttle valve 3 with respect to the amount of depression of the accelerator, thereby reducing the traveling performance of the vehicle, and to surely notify the driver of the breakdown.

Embodiment 3 FIG. In the second embodiment, the brake operation by the driver is not considered when detecting a sensor failure, but the minimum accelerator opening Amin may be updated and registered in response to a brake signal at the time of the brake operation.

For example, in the second embodiment, the accelerator opening minimum value Ami is calculated based on the accelerator opening average value Aave.
Since only n is learned, if a value smaller than the actual minimum value is erroneously learned due to the influence of noise or the like, return learning to the increase side cannot be performed, and the engine 1 may be blown up. By updating and registering the minimum accelerator opening Amin in response to the brake signal, even when erroneous learning occurs, return learning to the increase side can be performed.

FIG. 4 is a block diagram showing a third embodiment of the present invention in which the minimum accelerator opening Amin is updated in response to a brake signal upon detection of a sensor failure. FIG. 5 shows a third embodiment of the present invention. It is a flowchart which shows a processing routine.

In FIG. 4, only the point that a brake switch 13 is added as various sensors is different from the above-mentioned one (see FIG. 1). To the ECU 8.

Here, the brake signal B is the second EC
After being input to U8, the first ECU
7, but may be directly input to the first ECU 7 and used for calculating the target opening To.

In FIG. 5, steps S1 to S5
Is the same step as that described above (see FIG. 2), and differs from FIG. 2 only in that steps S21 and S22 are inserted. Step S22 is a step corresponding to step S4.

In this case, the second ECU 8 functioning as the throttle control means is provided with the accelerator opening degrees A1 and A2.
When a sensor failure is detected based on the deviation of the accelerator opening, the accelerator opening minimum value Amin is updated to the accelerator opening average value Aave in step S4, and then, in step S21.
, The brake signal B from the brake switch 13
It is determined whether or not the brake is depressed based on the presence or absence of the brake.

If it is determined that the brake signal B has been input by turning on the brake switch 13 (ie, YES), the average accelerator opening Aave when the brake is depressed is determined in step S22. Update registration is performed as the minimum value Amin, and the process proceeds to step S5.

On the other hand, if it is determined in step S21 that the brake switch B is off and the brake signal B has not been input (ie, NO), the process immediately proceeds to step S5, and the processing routine of FIG. 5 ends.

For example, if it is determined in step S21 that the brake is depressed by turning on the brake signal B, the driver generally releases his / her foot from the accelerator pedal 20, and the accelerator opening A1 Since A2 indicates the fully closed state, the average accelerator opening Aave can be set to the minimum accelerator opening Amin.

That is, when the first ECU 7 determines that the accelerator opening sensor 9 or 10 has failed, the first ECU 7 again learns the minimum accelerator opening Amin corresponding to the fully closed position of the accelerator pedal 20 and the throttle valve 3 and fully closes. The throttle opening T is controlled based on the target opening To based on the opening deviation from the position.

Thus, the proper accelerator opening minimum value Am when the driver has released his / her foot from the accelerator pedal is obtained.
In can be learned, and correction can be made even when a value smaller than the actual minimum value is erroneously learned due to noise or the like.

In the third embodiment, step S
4 is executed, the step S22 is executed in response to the brake signal B, and the minimum accelerator opening Amin is updated and registered (learned) again. Processing (Step S22)
It may be only.

In this case, the target opening To is calculated based on the average accelerator opening Aave until the minimum accelerator opening Amin is learned, so that the target opening To is not set to a predetermined value or more. Restrict. Thus, erroneous learning due to noise or the like can be prevented, and the engine 1 can be prevented from being blown up, so that the traveling performance of the vehicle can be secured.

Also, step S5 in FIG. 5 may be reduced by multiplying the constant K2 in the same manner as step S15 in the second embodiment (see FIG. 3) to reduce the traveling performance. Needless to say, the same operation and effect as described above can be obtained.

[0069]

As described above, according to the first aspect of the present invention, various sensors for detecting the operating state of the internal combustion engine, the throttle valve for adjusting the amount of air supplied to the internal combustion engine, and the drive of the throttle valve A throttle actuator, and internal combustion engine control means for controlling the internal combustion engine in accordance with an operating state detected by various sensors. The various sensors include a throttle opening sensor for detecting an opening / closing position of a throttle valve, and an accelerator pedal. First and second accelerator opening sensors for detecting an operation position, and the internal combustion engine control means controls the throttle according to the accelerator opening detected by at least one of the first and second accelerator opening sensors. Throttle control means for controlling the actuator, and detecting a failure of at least one of the first and second accelerator opening sensors Accelerator opening sensor failure detecting means, wherein the accelerator opening sensor failure detecting means detects the first and second accelerators when the first and second accelerator opening sensors fail independently. When the deviation of each accelerator opening detected by the opening sensor is equal to or more than a predetermined value, it is determined that a failure has occurred, and the throttle control means determines that at least one of the first and second accelerator opening sensors has failed. Since the control of the throttle actuator is shifted to the control at the time of failure determination, even if one or both of the accelerator opening sensors have a failure that cannot be detected independently, limp home traveling can be performed by fail determination. Thus, there is an effect that the improved internal combustion engine control device can be obtained.

According to a second aspect of the present invention, in the first aspect, the throttle control means determines whether or not each of the accelerator opening sensors detects a failure of the accelerator opening sensor based on the deviation of each accelerator opening. The minimum value of the average value of the degrees is stored, and the throttle valve opening is controlled based on the deviation between the average value of each accelerator opening and the minimum value of the average value. Even if one or both of the failures that cannot be detected independently occur, there is an effect that an internal combustion engine control device that enables limp home traveling by fail determination can be obtained.

According to a third aspect of the present invention, in the second aspect, the throttle control means determines whether or not the accelerator opening sensor has failed based on the deviation of each accelerator opening. Since the minimum value corresponding to the fully-closed opening of the throttle valve is added to the deviation between the average value of each detection value of the sensor and the minimum value of the average value, the target opening of the throttle valve is calculated. Even if one or both of the accelerator position sensors have a failure that cannot be detected independently,
There is an effect that an internal combustion engine control device that enables limp home traveling by fail determination can be obtained.

According to a fourth aspect of the present invention, in the first aspect, the throttle control means determines whether the throttle opening sensor detects a failure in the accelerator opening sensor based on the deviation of each accelerator opening. The minimum value of the average value of each detection value of the second accelerator opening sensor is stored, and the difference between the average value of each detection value of the first and second accelerator opening sensors and the minimum value of the average value is one. Since the opening of the throttle valve is controlled based on a value obtained by multiplying the following constant, even if one or both of the accelerator opening sensors have a failure that cannot be detected independently, the limp home is determined by a failure judgment. There is an effect that an internal combustion engine control device that enables traveling can be obtained.

According to a fifth aspect of the present invention, in the fourth aspect, the throttle control means determines whether or not the accelerator opening sensor has failed based on the deviation of each accelerator opening. The target opening of the throttle valve is calculated by adding the minimum value corresponding to the fully closed opening of the throttle valve to the value obtained by multiplying the deviation between the average value of each sensor detection value and the minimum value of the average value by a constant and the constant value. Therefore, even if a failure that cannot be detected alone occurs in one or both of the accelerator opening sensors, an internal combustion engine control device that enables limp home travel by fail determination is obtained.

According to a sixth aspect of the present invention, in any one of the second to fifth aspects, the various sensors include brake detection means for outputting a brake signal when a brake is depressed, When a brake signal is input when a failure of the accelerator opening sensor is detected based on the deviation of each accelerator opening, the throttle control means detects each of the first and second accelerator opening sensors. Since the average value is stored as the minimum value, erroneous learning of the minimum value is prevented to improve control reliability, and
Even if one or both of the accelerator opening sensors has a failure that cannot be detected independently, an internal combustion engine control device that enables limp home traveling by fail determination is obtained.

[Brief description of the drawings]

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

FIG. 2 is a flowchart showing the operation of the first embodiment of the present invention.

FIG. 3 is a flowchart showing an operation of the second embodiment of the present invention.

FIG. 4 is a configuration diagram showing a third embodiment of the present invention.

FIG. 5 is a flowchart showing the operation of the third embodiment of the present invention.

FIG. 6 is a configuration diagram showing a conventional internal combustion engine control device.

[Explanation of symbols]

1 engine, 2 air flow sensor (AFS), 3
Throttle valve, 4 motor (throttle actuator), 5 throttle opening sensor (TPS), 6 intake pipe, 7 first ECU, 8 second ECU, 9 first accelerator opening sensor (APS), 10 second Accelerator opening sensor (APS), 13 brake switch, A
1, A2 accelerator opening, Aave accelerator opening average, Amin accelerator opening minimum, B brake signal, D drive signal, K predetermined value, K2 constant, Q intake volume, T throttle opening, Tmin throttle opening minimum Value, S1 a step of determining a failure from the accelerator opening deviation, S2 a step of calculating an average accelerator opening,
S4, S22 Step of updating and registering the minimum accelerator opening, S5, S15 Step of calculating the target opening of the throttle valve, S21 Step of determining whether the brake switch is on.

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Shiro Yonezawa 2-3-2 Marunouchi, Chiyoda-ku, Tokyo Within Mitsui Electric Co., Ltd. (72) Inventor Satoshi Wachi 2-3-2 Marunouchi, Chiyoda-ku, Tokyo Inside Mitsubishi Electric Corporation (72) Inventor Hiroshi Ouchi 2-3-2 Marunouchi, Chiyoda-ku, Tokyo Mitsubishi Electric Corporation

Claims (6)

[Claims] 1. Various sensors for detecting an operation state of an internal combustion engine; a throttle valve for adjusting an amount of air supplied to the internal combustion engine; a throttle actuator for driving the throttle valve; and an operation detected by the various sensors. An internal combustion engine control unit that controls the internal combustion engine in accordance with a state, wherein the various sensors include a throttle opening sensor that detects an open / close position of the throttle valve, and first and second sensors that detect an operation position of an accelerator pedal. A second accelerator opening sensor, wherein the internal combustion engine control means controls the throttle actuator in accordance with an accelerator opening detected by at least one of the first and second accelerator opening sensors. Control means; detecting a failure of at least one of the first and second accelerator opening sensors Accelerator opening sensor failure detecting means, wherein the accelerator opening sensor failure detecting means is configured to detect the first and second accelerator opening sensors when the first and second accelerator opening sensors fail independently. When the deviation of each accelerator opening detected by the second accelerator opening sensor is equal to or greater than a predetermined value, it is determined that a failure has occurred, and the throttle control means includes at least one of the first and second accelerator opening sensors. An internal combustion engine control apparatus, wherein when a failure is detected, the control of the throttle actuator is shifted to the control at the time of failure determination. 2. The throttle control means stores a minimum value of an average value of each accelerator opening when a failure of an accelerator opening sensor is detected based on a deviation of each accelerator opening. 2. The internal combustion engine control device according to claim 1, wherein the throttle valve opening is controlled based on a deviation between an average value of each of the accelerator opening degrees and a minimum value of the average value. 3. 3. The throttle control means, when a failure of the accelerator opening sensor is detected based on a deviation of each accelerator opening, an average value of the detection values of the accelerator opening sensor and the average value. 3. The internal combustion engine control according to claim 2, wherein a target value of the throttle valve is calculated by adding a minimum value corresponding to a fully closed position of the throttle valve to a deviation from the minimum value of the throttle valve. apparatus. 4. The throttle control means according to claim 1, wherein when a failure of the accelerator opening sensor is detected based on a deviation of each accelerator opening, each throttle value of each of the first and second accelerator opening sensors is detected. While storing the minimum value of the average value, based on a value obtained by multiplying the deviation between the average value of the detection values of the first and second accelerator opening sensors and the minimum value of the average value by a constant of 1 or less. The internal combustion engine control device according to claim 1, wherein the opening of the throttle valve is controlled. 5. The throttle control means, when a failure of an accelerator opening sensor is detected based on a deviation of each accelerator opening, an average value of the detection values of the accelerator opening sensor and the average value. The target opening of the throttle valve is calculated by adding a minimum value corresponding to a fully closed opening of the throttle valve to a value obtained by multiplying a deviation from a minimum value of the throttle valve by the constant, and calculating a target opening of the throttle valve. An internal combustion engine control device according to claim 4. 6. The various sensors include a brake detection unit that outputs a brake signal when a brake is depressed, and the throttle control unit detects a failure of the accelerator opening sensor based on a deviation of each accelerator opening. When the brake signal is input when is detected, the first
The internal combustion engine control device according to any one of claims 2 to 5, wherein an average value of respective detection values of the second accelerator opening sensor and a second accelerator opening sensor are stored as a minimum value.