Control device of internal combustion engine

专利摘要:
The present invention relates to a control apparatus for an internal combustion engine applied to a vehicle equipped with a so-called drive-by-wire, in which, when a control system of one of a plurality of control systems of a drive- The present invention prevents the unexpected operation of the throttle valve and improves the safety of the vehicle even when all of the plurality of control systems of the drive by wire fail and the failure of these control systems can not be detected, A plurality of electronic throttle control systems 231 and 232 for electrically driving the throttle valve 15 of the engine 1 and a plurality of electronic throttle control systems 231 and 232 for determining the failure of the electronic throttle control systems 231 and 232 When it is determined that the electronic throttle control systems 231 and 232 have failed, the throttle valve 15 is driven in the closing direction so that the predetermined amount of intake air is supplied to the internal combustion engine 1 My If it is determined by the means 201 and the failure judging means 70 that one of the electronic throttle control systems 231 and 232 of the plurality of electronic throttle control systems 231 and 232 has failed, the normal electronic throttle control system And an output suppressing means 234 for controlling the driving of the throttle valve 15 by the accelerator pedal 232 and suppressing the output of the internal combustion engine 1 with respect to the operation amount of the accelerator pedal.
公开号:KR19980081649A
申请号:KR1019980014462
申请日:1998-04-23
公开日:1998-11-25
发明作者:마쯔모토타쿠야；하시모토토오루；미야케미쯔히로；이노우에세이이치
申请人:카와소에카쯔히코；미쯔비시지도오샤고오교오가부시기가이샤；
IPC主号:

专利说明:

Control device of internal combustion engine
The present invention relates to an electronic throttle control apparatus for electrically driving a throttle valve, and to a control apparatus for an internal combustion engine applied to a vehicle provided with a so-called drive-by-wire (DBW).
2. Description of the Related Art Conventionally, a drive bi-wire (hereinafter referred to as DBW) in which an accelerator pedal and a throttle valve are communicated with an electric signal in an engine such as an automobile has been developed. In such a DBW, the accelerator pedal and the throttle valve are not mechanically connected, and a virtual accelerator opening degree (pseudo accelerator opening degree) is computed by a computer based on various parameters in addition to the manipulated variable of the accelerator pedal (accelerator opening degree) So that the throttle valve can be controlled, which is also called an electronic throttle control device.
Therefore, it is possible to control the idle speed while finely adjusting the throttle valve, for example, at the time of idle operation in which the accelerator pedal is not operated (i.e., the accelerator pedal opening is not more than a predetermined value) It is possible to correct the opening degree of the accelerator (the operation of the driver) in accordance with the state or the operation state of the engine, thereby setting the pseudo accelerator opening degree and realizing the engine operation with good filling by the throttle control based thereon.
On the other hand, as an internal combustion engine (generally, a gasoline engine) that spark ignites by spark plugs, a spark ignition type internal combustion internal combustion engine (hereinafter referred to as an engine) for injecting fuel directly into a cylinder has been put to practical use. In such an engine, the fuel injection timing can be freely performed, and the fuel economy performance and the output performance improvement of the engine can be compatible by using the characteristic that the state of formation of the mixed gas can be freely controlled.
That is, in this spark ignition type in-cylinder injection type engine, the fuel is injected in the compression stroke, so that the operation in the extremely lean state of the fuel (that is, the air-fuel ratio is much larger than the stoichiometric air- (Compression stroke injection mode or compression lean operation mode) as the combustion mode, and it is possible to realize a remarkable improvement in the fuel consumption rate.
In the spark ignition type inter-cylinder injection type engine, a premix combustion operation in which fuel is injected mainly in the intake stroke can be naturally performed. In this case, fuel is injected directly into the combustion chamber (cylinder) Most of the fuel can be reliably burned in the combustion cycle, so that the engine output can be improved.
Such pre-mixed combustion operation is performed in a lean operation mode (intake lean operation mode) in which operation is performed not in the super rare operation mode but in a lean state of the fuel (that is, the air / fuel ratio is larger than the stoichiometric air / fuel ratio) (Stoichiometric feedback operation mode) in which the feedback control is performed based on the O ₂ sensor information and the like, and an inrich operation mode (open) in which operation is performed in the fuel rich state (that is, Loop mode) can be set as a combustion type.
In general, when the required output to the engine is low, that is, when the engine speed is low and the load is small, the fuel lean operation mode is improved as the compression lean operation mode. As the engine speed and the engine load increase, The lean operation mode, the stoichiometric operation mode, and the inrush operation mode in that order.
In the case of the super lean burn operation (compression lean operation), it is necessary to supply more air to the combustion chamber in order to increase the air-fuel ratio. However, this compression lean operation is performed in the region where the engine load is low, (Accelerator opening degree) is small, the throttle valve opening road according to the accelerator opening degree can not satisfy the required air-fuel ratio.
Thus, an air bypass passage for bypassing the intake passage provided with the throttle valve is formed, and an electronic control valve (air bypass valve) is interposed in the air bypass passage. The throttle valve opening road according to the accelerator opening degree When the intake air becomes insufficient, the air bypass valve is opened according to the required air amount so as to supply air.
Incidentally, it is also conceivable to apply the drive-by-wire (DBW) described above to the spark ignition type in-cylinder injection-type engine. That is, in the DBW, since the throttle opening degree can be controlled without corresponding to the accelerator opening degree, it is possible to supply a larger amount of air to the combustion chamber than the amount according to the accelerator opening degree. In the spark ignition type injection- The required amount of air can be supplied to the combustion chamber even if the accelerator opening degree is small.
However, when adopting such a DBW, it is desired to prepare a countermeasure against a failure of the DBW.
As a countermeasure, it is conceivable to construct a plurality of sensors such as an accelerator position sensor (APS) and a throttle position sensor (TPS) installed in the DBW, and actuators for driving the throttle valve .
That is, these sensors and actuators (hereinafter collectively referred to as a control system) are provided in two, and when one of the control systems fails, the DBW is controlled using the other control system. By providing such a double control system in the DBW, fail-safe operation of the DBW can be achieved, and the safety and reliability of the DBW can be enhanced.
However, when one of the two control systems of the DBW is out of order, for example, a warning lamp in the instrument panel is turned on to inform the driver of an abnormality such as a sensor, .
However, it is conceivable that the driver does not know such a warning and continues to drive as it is. Further, even if the driver knows such a warning, the DBW having such a fail-safe system performs control of the DBW by the other (that is, the normal side) control system and has no effect on the running performance Since there is no work, the driver can think of continuing to drive as it is.
If one of the control systems continues to run while the other control system is in a broken state and the other control system fails, there is a problem that the normal running becomes difficult at this time.
Japanese Laid-Open Patent Application No. 64-92553 discloses a technique for ensuring safety of a vehicle in the event of failure of an accelerator device or the like, but the technique of the publication does not solve the above-described problems .
It is also conceivable that the movement of the throttle valve becomes unpredictable if failure of the control system can not be detected for any reason despite the failure of all of the above-mentioned control systems .
Thus, there is a desire to prepare any safety measure even when all of the plurality of control systems fail and it is impossible to detect them.
SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and it is an object of the present invention to provide a vehicle equipped with an electronic throttle control apparatus (drive-by-wire) in which, when one control system among a plurality of control systems fails, It is possible to prevent unexpected operation of the throttle valve and to improve the safety of the vehicle even when the failure of all the control systems of the drive by wire is broken and the failure of these control systems can not be detected. And a control device for controlling the internal combustion engine.
BRIEF DESCRIPTION OF DRAWINGS FIG. 1 is a schematic diagram showing a main part of a control apparatus for an internal combustion engine according to an embodiment of the present invention; FIG.
2 is a block diagram showing a control apparatus for an internal combustion engine according to an embodiment of the present invention.
3 is a block diagram showing an intake control system of an internal combustion engine according to an embodiment of the present invention.
4 is a flowchart showing a countermeasure process for failures of the intake air control system of the internal combustion engine according to the embodiment of the present invention
5 is a flowchart showing a limp home process in a failure countermeasure process of an intake control system of an internal combustion engine according to an embodiment of the present invention
Fig. 6 is a schematic block diagram focused on the main function of the control device for the internal combustion engine according to the embodiment of the present invention
DESCRIPTION OF THE REFERENCE NUMERALS
1: engine body 2: intake passage
3: Throttle valve mounting part 4: Air cleaner
5: Throttle body 5A: Intake passage
7: intake tube 8: surge tank
9: Intake manifold 12: Lymphatic groove valve device (LHV)
13: bypass passage 14: LHV body
15: Electronic control throttle valve (intake air amount adjusting means)
16: engine control computer (engine ECU) 16A: target opening /
17: exhaust passage 18: combustion chamber
19: intake valve 20: exhaust valve
21: fuel injection valve (injector) 22: fuel tank
23A to 23E: fuel supply path 24: low pressure fuel pump
25: High-pressure fuel pump 26: Low-pressure regulator
27: High-voltage regulator 28: Delivery pipe
29: exhaust gas recirculation passage (EGR passage) 32: blowby gas reduction passage (flow path)
33: crankcase positive ventilation valve 34: canister
35: exhaust gas purifying catalyst (three-way catalyst) 36: intake air temperature sensor
37, 37A, 37B: throttle position sensors (TPS, TPS1, TPS2)
38: idle switch 40: first cylinder detection sensor
41: crank angle sensor 42: water temperature sensor
43: O ₂ sensor 51: accelerator opening degree detecting means
51A: first accelerator position sensor (APS1) 51B: second accelerator position sensor (APS2)
61: Battery 62: Power supply relay
70: Fault determination means
150: Electronic throttle control device (drive-by-wire: DBW)
151: butterfly valve 152: shaft
153: return spring 154: actuator (electric motor)
155: gear mechanism 160: throttle control computer (throttle controller)
160A: Throttle opening degree feedback control section 170: Automatic transmission (AT)
171: Automatic transmission controller (AT controller) 200: Brake switch
201: intake air amount control means
231: First electronic throttle control system (first control system)
232: second electronic throttle control system (second control system)
234: output suppressing means 240: regulating means
Therefore, the control apparatus for the internal combustion engine according to the present invention comprises a plurality of electronic throttle control systems for electrically driving the throttle valve of the internal combustion engine on the basis of the operation amount of the accelerator pedal,
Failure determination means configured to be able to individually determine faults of the plurality of electronic throttle control systems and to determine a failure state of the plurality of electronic throttle control systems;
An intake air amount control means for driving the throttle valve in the closing direction and supplying a predetermined intake air amount to the internal combustion engine when it is determined by the fixed determination means that all of the electronic throttle control systems have failed,
Wherein when the failure determination means determines that one of the plurality of electronic throttle control systems has failed, the normal electronic throttle control system controls the driving of the throttle valve, and the operation amount of the accelerator pedal And an output suppressing means for suppressing the output of the internal combustion engine to the internal combustion engine.
According to such a configuration, when failure of one of the plurality of electronic throttle control systems is detected by the failure discriminating means, the throttle valve is driven by the normal electronic throttle control system, The output of the engine with respect to the manipulated variable of the accelerator pedal is suppressed by the accelerator pedal, so that the driver can reliably recognize the failure of one of the electronic throttle control systems. Further, even when the driver continues to drive while recognizing the failure of one of the electronic throttle control systems, since the engine output is suppressed, it is possible for the driver to recognize the necessity of repair, and safety is improved.
When failure has been determined by all of the electronic throttle control systems by the failure determination means, the throttle valve is driven in the closing direction by the intake air amount control means and a predetermined amount of intake air is supplied to the engine.
As the output suppressing means, it is preferable to reduce the degree of change of the throttle valve with respect to the operation amount of the accelerator pedal of the driver.
The electronic throttle control system may further comprise an accelerator opening degree detecting means for detecting an amount of operation of the accelerator pedal and a control means for controlling the opening and closing of the throttle valve on the basis of the detection result of the accelerator opening degree detecting means An actuator, and throttle opening degree detecting means for detecting an opening degree of the throttle valve,
At least one of the accelerator opening degree detecting means, the actuator, and the throttle opening degree detecting means may be provided in each of the plurality of electronic throttle control systems.
According to this configuration, the electronic throttle control system is constituted by the accelerator opening degree detecting means, the actuator for opening and closing the throttle valve, and the throttle opening degree detecting means. The throttle opening degree detecting means, the actuator, The fail safe of the electronic throttle control device can be achieved and the safety and reliability of the electronic throttle control device can be enhanced.
A brake switch for detecting the operating state of the brake,
A restriction means for limiting the upper limit of the degree of opening of the throttle valve when the abnormality of one of the plurality of electronic throttle control systems is discriminated by the fixed discriminating means and the brake operation is detected by the brake switch,
.
According to such a configuration, when failure of one electronic throttle control system among a plurality of control systems is determined by the failure determination means, and when the operation of the brake is detected by the brake switch, The upper limit of the opening degree is regulated. Even if the failure of the other electronic throttle control system is not detected after the failure, the unexpected operation of the throttle valve can be prevented and the safety of the vehicle can be improved have.
Further, even when the other electronic throttle control system is normal, when one of the electronic throttle control systems fails, the upper limit value of the opening degree of the throttle valve is clipped when the brake operation is detected, It is advantageous to promptly repair the vehicle. This also has the advantage that the reliability and stability of the electronic throttle control apparatus are improved.
Preferably, in addition to the above configuration, the plurality of electronic throttle control systems each include an accelerator opening degree detecting means for detecting at least an operation amount of the accelerator pedal,
And the failure discriminating means is configured to discriminate a failure of the electronic throttle control system on the basis of the difference of detected information of the plurality of accelerator opening degree detecting means.
According to such a configuration, even if the accelerator opening degree detecting means has two or more gears, even if the two gears are not discriminated, it is possible to reliably prevent unexpected operation of the throttle valve, There is an advantage to be able to.
DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of the present invention will be described with reference to the drawings. Fig. 1 to Fig. 6 show an in-cylinder injection internal combustion engine to which a control device for an internal combustion engine as an embodiment of the present invention is applied. .
(Full description of the in-cylinder injection internal combustion engine)
First, the configuration of the spark ignition type intra-cylinder injection type internal combustion engine (hereinafter also referred to as an intra-cylinder injection engine) according to the present embodiment will be described with reference to FIG.
2, reference numeral 1 denotes an engine main body, 2 denotes an intake passage, 3 denotes a throttle valve mounting portion, and 4 denotes an air cleaner. The intake passage 2 is structured such that intake tubes 7, throttle bodies 5, surge tanks 8 and intake manifolds 9 are connected in this order from the upstream side.
The throttle body 5 is provided with an electrically controlled electronically controlled throttle valve 15 for controlling the throttle valve 15 via a throttle control computer 160 The opening is also controlled. The target opening degree (target throttle opening degree) of the throttle valve is determined by the accelerator pedal 50 detected by the accelerator position sensors APS1, 51A by the engine control computer (engine ECU) (The opening degree of the accelerator) and the engine operating state.
An electronic throttle control device (i.e., drive-by-wire (DBW)) 150 is configured by the electronic control throttle valve 15, the engine ECU 16, the throttle controller 160, and the like.
In addition, a limp groove valve device (LHV) 12 is provided in parallel with the electronically controlled throttle valve 15 as described above. This LHV 12 is for supplying air so that combustion of the engine is established when an electronic control throttle valve to be described later fails (in the case of a closed failure), and is provided upstream of the surge tank 8 to bypass the electronically controlled throttle valve 15 And an LHV main body 14 interposed in the bypass passage 13. The LHV main body 14 is constituted by an engine control computer 16 And is driven by a controlled linear solenoid (not shown).
Reference numeral 17 denotes an exhaust passage and reference numeral 18 denotes a combustion chamber and the openings in the combustion chamber 18 of the intake passage 2 and the exhaust passage 17, that is, the intake port 2A and the exhaust port 17A, An intake valve 19 and an exhaust valve 20 are provided. Reference numeral 21 denotes a fuel injection valve (injector). In the present embodiment, the injector 21 is disposed so as to directly inject fuel into the combustion chamber 18. [
The reference numeral 22 denotes a fuel tank; the reference numerals 23A to 23E denote fuel supply lines; 24 denotes a low-pressure fuel pump; 25 denotes a high-pressure fuel pump; 26 denotes a low-pressure regulator; 28 is a delivery pipe and the fuel in the fuel tank 22 is driven by the low pressure fuel pump 24 and pressurized by the high pressure fuel pump 25 to the fuel supply passages 23A, The supply pipe 23B, and the delivery pipe 28 to the injector 21. At this time, the fuel pressure discharged from the low-pressure fuel pump 24 is regulated by the low-pressure regulator 26, and the fuel pressure that is pressurized by the high-pressure fuel pump 25 and delivered to the delivery pipe 28 is regulated by the high- To adjust the pressure.
Reference numeral 29 denotes an exhaust gas recirculation passage (EGR passage) for circulating a part of the exhaust gas to the intake passage 2; reference numeral 30 denotes an EGR valve for regulating the amount of reflux of the exhaust gas through the EGR 29 Reference numeral 32 denotes a flow path for reducing blowby gas, reference numeral 33 denotes a valve for positive ventilation of the crankcase, reference numeral 34 denotes a canister, reference numeral 35 denotes a catalyst for purification of exhaust gas (here, Three-way catalyst).
2, the engine ECU 16 controls the drive of the injector 21, the drive control of the ignition coil for operating the ignition plug (not shown), the opening control of the EGR valve, The control of the LHV 12 is performed in accordance with the operating state or the failure state of the engine. In addition, in the throttle controller 160, opening and closing control of the electronically controlled throttle valve 15 is performed in accordance with an accelerator command of the driver, an operating state of the engine, and a failure state.
Thus, the engine ECU 16 is provided with a first accelerator position sensor APS1 (51A), an air flow sensor (not shown), an intake air temperature sensor 36, and a throttle opening degree detecting A throttle position sensor (TPS) 37B, an idle switch 38, a boost sensor (not shown), an air conditioner switch (not shown), a shift position sensor (not shown) (Not shown), a starter switch (not shown), a first cylinder sensor 40, a crank angle sensor 41, a water temperature sensor 42 for detecting the coolant temperature of the engine, A detection signal is transmitted from an O ₂ sensor 43 or the like for detecting the oxygen concentration therein. Further, since the engine speed can be calculated based on the crank angle sensor 41, the crank angle sensor 41 is referred to as an engine speed sensor for convenience.
2, a detection signal is transmitted from an accelerator position sensor (APS) 51B, a throttle position sensor (TPS) 37A, and the like to the throttle controller 160. [
The engine ECU 16 and the throttle controller 160 are configured to exchange information by mutual communication.
The engine is equipped with an automatic transmission (AT) 170 and an automatic transmission controller (AT controller) 171 for controlling the automatic transmission 170. The engine ECU 16 and the AT controller 171 And the like), so that they can exchange information with each other by communication.
The present engine also has an auto-cruise function, and throttle opening control by the throttle controller 160 is performed in accordance with input information related to automatic driving.
However, in this engine of this type, there are the following the lean lean burn operation mode (compression stroke injection mode), the electric lean burn operation mode, the stable feedback operation combustion operation mode, and the open loop combustion operation mode, Any one of these modes is selected depending on the state (that is, the engine speed and the engine load), the running state of the vehicle, and the like.
In the latter lean burn operation mode, the fuel injection is performed at a stage close to the ignition timing as in the post-compression stroke, and the fuel is collected near the spark plug to partially become rich and lean as a whole, And is an ultra lean burn mode in which saving operation can be performed while securing ignition property and combustion stability. In this embodiment, the total air-fuel ratio is set to an area of about 24 or more, and the leanest combustion can be realized. However, the total air-fuel ratio is set to a lower region (for example, a range of about 23 or more) Or may be set to a higher area than the present embodiment.
In addition, the electric lean burn operation mode is also a lean burn mode. In this mode, fuel injection is performed ahead of the lean burn operation mode (mainly in the intake stroke) and the fuel is premixed to make it less leaner than the stoichiometric air- And a saving operation is performed while obtaining a certain output while securing stability and combustion stability. Here, the region of the electric lean burn operation mode is set to an area having a total air-fuel ratio of about 24 or less and a stoichiometric air-fuel ratio or more.
In the stoichiometric feedback combustion operation mode, a sufficient engine output can be efficiently obtained while keeping the air-fuel ratio at a stable state based on the output of the O ₂ sensor. In this mode, premix combustion based on fuel injection in the intake stroke is performed.
In the open loop combustion operation mode, combustion is performed at a stoichiometric or rich air-fuel ratio by right-loop control so that sufficient output can be obtained at the time of acceleration or at the time of an oscillation. In this mode, premix combustion based on fuel injection in the intake stroke is performed.
Each of these operation modes is selected by the engine ECU 16 to be described later depending on the engine speed and the engine load. Normally, the low lean burn operation mode is selected in the low speed and low load conditions, When the engine load increases, the engine is switched in the order of the electrical lean burn operation mode and the stoichiometric combustion operation mode. When the engine speed or the engine load further increases, the engine is switched to the open loop mode (in-rush burn operation mode).
The engine ECU 16 performs various controls after selecting the operation mode as described above. However, when the throttle valve control is focused on, the target air-fuel ratio is realized in the latter-lean burn operation mode in which the air- , The throttle valve opening road according to the accelerator opening degree is short of air, so that the target opening degree (pseudo target opening degree), which is much larger than the throttle opening degree according to the accelerator opening degree, is set, As shown in FIG. In the stoichiometric feedback combustion mode or the open-loop combustion mode, the throttle opening degree depending on the accelerator opening degree may become short of air. In this case, the throttle valve opening degree is suitably larger than the throttle valve opening degree depending on the accelerator opening degree. The target opening degree (pseudo target opening degree) is set and the opening degree control of the throttle valve is performed based on this.
(Explanation of the intake control system)
The control system of the electronic throttle control apparatus (DBW) 150 and the control system of the LHV 12 (i.e., the limp home valve control apparatus) 120 relating to the control apparatus of the present invention will be described below. As shown in Fig.
That is, the electronically controlled throttle valve 15 constituting the DBW 150 includes a butterfly valve 151 interposed in the intake passage 5A in the throttle body 5, and a butterfly valve 151 A return spring 153 for applying a closing action force to the butterfly valve 151 mounted externally to the shaft 152, an electric motor (throttle actuator) 154 for rotationally driving the shaft 152, And a gear mechanism 155 interposed between the shaft 154 and the shaft 152.
The throttle position sensor 37 for detecting the opening degree of the butterfly valve 151 (throttle valve opening degree) is provided with the first throttle position sensor TPS1 (37A) and the second throttle position sensor And a throttle position sensor (TPS2) 37B. As described above, two throttle position sensors TPS1, TPS2, 37A, and 37B are provided in the present apparatus, but this is in preparation for the failure of the throttle position sensors 37A and 37B .
The DBW 150 is provided with an electronically controlled throttle valve 15, an engine ECU 16 for setting a target opening degree of the electronically controlled throttle valve 15, And a throttle controller 160 for controlling the operation of the actuator 154 to adjust the throttle opening.
Therefore, as shown in Fig. 1, the engine ECU 16 is provided with a target open / closed configuration unit 16A, and the throttle controller 160 is provided with a throttle opening degree feedback control unit 160A.
Fig. 3 is a control block diagram focused on the throttle control. As shown in Fig. 3, the target opening degree setting section 16A of the engine ECU 16 is provided with a first opening / A function 16a for setting a target engine torque based on the detected information and the engine speed obtained from the detection result of the crank angle sensor 41 (see Fig. 2), and a function 16a for performing intake temperature correction and atmospheric pressure correction on the set target engine torque A function 16c for performing correction relating to an air conditioner, an electric load, etc., and a function 16d for setting a target throttle opening degree from the corrected target engine torque and engine speed after the correction.
The target opening docking station 16A is also provided with a function 16e for setting a dash pot control opening on the basis of detection information from the second throttle position sensors TPS2 and 37B, (16f) for setting the idle speed control opening degree in accordance with the engine coolant temperature information detected by the engine speed sensor (WTS), and a function (16g) for selecting the maximum value from each of these setting openings, And outputs the opening degree to the throttle controller 160 with the target opening of the throttle valve.
The throttle opening degree feedback control section 160A of the throttle controller 160 determines the motor driving current in accordance with the throttle valve target opening degree outputted from the engine ECU 16 and outputs the throttle opening degree feedback control signal to the actuator The throttle controller 160 performs feedback control of the throttle valve in accordance with the throttle valve opening degree (substantial opening degree) detected by the first throttle position sensor TPS1 (37A) .
1, the accelerator position sensor 51 is also connected to the first accelerator position sensor APS1 (37B), as in the case of the throttle position sensors (TPS1, TPS2) 37A, 37B ) 51A and the second accelerator position sensor (APS2) 51B are provided, but this is also prepared in case of failure.
The detection signal of the first accelerator position sensor APS1 51A is input to the engine ECU 16 to be used for setting the throttle valve target opening degree and the detection of the second accelerator position sensor APS2 51B Signal is input to the throttle controller 160 so that the detection signal of the second accelerator position sensor 51B is transmitted from the throttle controller 160 to the engine ECU 16 to be used for setting the throttle valve target opening degree.
The detection signal of the first throttle position sensor TPS1 37A is also inputted to the throttle controller 160 to be used for the feedback control of the throttle valve 15 and the second throttle position sensor 37 The detection signal of the second throttle position sensor 37B is input to the engine ECU 16 and used for the above dash port control and the like. In addition, when the first throttle position sensor 37A fails, the second throttle position sensor 37B are transmitted from the engine ECU 16 to the throttle controller 160 by communication and used for feedback control of the throttle valve.
On the other hand, the limp-groove valve device 12 is arranged in parallel with the intake passage 5A in the throttle body 5 (that is, in the vicinity of the upstream side and the downstream side of the butterfly valve 151 of the electronically controlled throttle valve 15) A linear solenoid (not shown) for opening and closing the LHV main body 14 and a linear solenoid (not shown) for actuating the linear solenoid And the engine ECU 16. The control system (limp home valve control device) 120 is composed of a linear solenoid and an engine ECU 16. [
The engine ECU 16 and the throttle controller 160 are provided as a countermeasure for failure of the DBW 150 in the present apparatus although the limp home valve apparatus 12 is provided to cope with an emergency failure of the DBW 150. [ ), Various kinds of failure judgments are made. For each of the failure judgments, for example, the corresponding process is performed by using the limp home valve apparatus 12, for example.
1, a power supply relay 62 is interposed in the power supply circuit from the battery 61 to the throttle controller 160 so that it can be used in the failure handling processing, and the engine ECU 16, So that it can be turned on and off appropriately.
Here, each failure determination process will be described.
A. Position feedback failure
First, a determination process of a failure (position feedback failure) in which the opening degree (position) of the electronically controlled throttle valve 15 can not be adjusted according to a command will be described.
The failure of the position feedback is judged as a failure when the valve system is fixed (fully closed) or (2) motor output open failure occurs and a position feedback fault signal is received.
However, ① the ignition switch is on. ② Motor relay is on. Or, communication error from the engine ECU 16 to the throttle controller 160 occurs. (3) The battery voltage Vb is greater than or equal to a predetermined value. (4) No communication abnormality occurs from the throttle controller 160 to the engine ECU 16. This failure determination is performed when all of the failure determination preconditions such as the above are satisfied.
In this case, the opening degree of the electronically controlled throttle valve 15 fixed by the first throttle position sensor (TPS1) 37A is set to be smaller than the opening degree of the electronically controlled throttle valve 15 Can be detected. Therefore, when the throttle valve 15 is fixed at the first predetermined opening degree (valve opening and fixing) from the opening degree information, an open fixing process (valve opening fixing failure process) is performed and the throttle valve 15 When the valve is closed at the second predetermined opening degree or less (valve closing and fixing), the closing and fixing processing (valve closing fixing failure processing) is performed.
B. Motor failure
Motor failure is judged as a fault when ① motor ground fault (earth fault) and ② motor fault (overcurrent detection) are present but ground fault or overrun fault signal of motor output is received. However, ① Motor relay is on. (2) No communication abnormality has occurred from the throttle controller 160 to the engine ECU 16. This failure determination is made when all of the failure determination preconditions such as the above are satisfied. When such a motor fails, the limp home mode processing to be described later is performed.
C. TPS failure
The throttle position sensor 37 has two first and second TPSs 37A and 37B. The first throttle position sensor TPS1 (37A) used for the feedback control by the throttle controller (160) has (1) a failure due to an open or short of the current circuit and (2) The second throttle position sensor (TPS2) 37B is judged as a failure when there is a failure due to an open or short circuit of the (3) characteristic abnormality and (4) the current circuit and each failure signal is received.
However, in this fault judgment, (1) the ignition switch is on. (2) It is performed when all of the fault determination preconditions for notifying that no communication abnormality has occurred from the throttle controller 160 to the engine ECU 16 are established.
When the first throttle position sensor (TPS1) 37A fails, the feedback control of the throttle valve is interrupted, so that the processing for limiting the operation region of the engine is performed. When the first throttle position sensor TPS1 37A fails and the second throttle position sensor TPS2 37B has already failed or if there is a communication abnormality to be described later from the engine ECU 16 to the throttle controller 37, (Communication abnormality to the main body 160), the lymph-groove processing is performed.
D. Communication failure
The communication is performed between the engine ECU 16 and the throttle controller 160. The communication failure includes a communication abnormality from the engine ECU 16 to the throttle controller 16 and from the throttle controller 160 to the engine ECU 16 ). ≪ / RTI >
When the throttle controller 160 receives the communication failure signal from the engine ECU 16, the ECU 16 determines that the abnormality is occurring in the communication abnormality from the engine ECU 16 to the throttle controller 160. [
However, in this failure determination, (1) the battery voltage Vb is not less than a predetermined value. (2) No communication abnormality is generated from the throttle controller 160 to the engine ECU 16. This is done when all the precondition for determining the failure is satisfied.
In this communication failure, the throttle controller 160 can not introduce the target opening degree of the throttle valve set by the engine ECU 16, and there is a high possibility that the intake air amount control can not be appropriately performed.
① Lean driving prohibition processing
② Cruise control control prohibition processing
③ When the engine is running at high speed (for example, Ne ≥ 3000rpm)
In the case of a communication abnormality from the throttle controller 160 to the engine ECU 16, when any one of the following conditions is satisfied, it is determined that the failure has occurred.
① There is a check sum error.
② There is an over run framing error.
(3) Communication is incomplete for a predetermined time (for example, 25 msec).
However, in this failure determination, (1) the battery voltage Vb is not less than a predetermined value. (2) It is performed when all of the precondition for failure determination such as the cruising switch is off.
The engine ECU 16 can not introduce the control signal from the throttle controller 160 and the intake air amount control can not be appropriately performed.
(1) Transmission of a communication failure to the throttle controller 160
② Lean driving prohibition processing
③ Cruise control control prohibition processing
④ When the engine is running at high speed (eg Ne ≥ 3000rpm)
(5) When the brake is applied, the command target opening degree of the throttle valve 15 from the engine ECU 16 is clipped to the upper limit.
E. Throttle Controller Failure
With respect to the failure of the throttle controller 16, when all of the following conditions (1) to (4) are satisfied, or when all of the conditions (5) to (8) are satisfied, it is determined that the failure has occurred.
① The ignition switch is on.
(2) There is no abnormality in the second accelerator position sensor (APS2) 51B and the second throttle position sensor (TPS2) 37B.
(3) An abnormality in communication from the engine ECU 16 to the throttle controller 160 occurs.
④ | (V _APS2 ) / 2- (5v-V _TSP2 ) | ≥1v
⑤ The ignition switch is on.
(6) There is no abnormality in the second accelerator position sensor (APS2) 51B and the second throttle position sensor (TPS2) 37B.
(7) Communication error from the throttle controller 160 to the engine ECU 16 has occurred.
⑧ | (engine ECU command opening voltage -V _TSP2 ) | ≥1v
When the failure of the throttle controller 160 is determined, a limp groove process is performed.
F. APS failure
There are two first and second APSs 51A and 51B in the accelerator position sensor 51. The first and second APSs 51A and 51B are provided with the first and second accelerator position sensors APS1 and APS2, (1) failure due to short circuit of current circuit, failure due to sensor GND open, (2) failure due to open of current circuit, short circuit due to sensor GND, and (3) characteristic error.
The failure due to the short circuit of the current circuit of the third accelerator position sensor APS2 51B and the failure due to the sensor GND open are caused by the following problems: (1) there is no communication abnormality; (2) the first accelerator position sensor (APS1) It is judged that both conditions below are satisfied.
(1) The output value V _APS2 of the second acceleration position sensor 51B is equal to or greater than a predetermined value V1 (for example, V1 = 4.5V, V _APS2 4.5V).
(2) The output value V _APS1 of the first acceleration position sensor 51A is within a predetermined range (for example, 0.2 V V _{APS1 2.5} V).
The failure due to the opening of the current circuit of the second accelerator position sensor APS2 (51B) and the short circuit due to the sensor GND occurs when the output value V _APS2 of the second accelerator position sensor 51B is at the predetermined value V2 For example, V2 = 0.2V, V _APS2 < 0.2v).
The failure due to the short circuit of the current circuit of the first accelerator position sensor APS1 51A and the failure due to the sensor GND opening are not caused by the following problems: (1) there is no communication abnormality; (2) the second accelerator position sensor (APS2) It is judged that both conditions below are satisfied.
(1) The output value V _APS1 of the first acceleration position sensor 51A is not less than the predetermined value V3 (for example, V2 = 4.5v, V _APS1 4.5v).
② The output value V _APS2 of the second accelerator position sensor (51B) is within a predetermined area (for example a 0.2V≤V _APS2 ≤2.5v).
The failure due to the opening of the current circuit of the first acceleration position sensor APS1 (51A) and the failure due to the short circuit of the sensor GND is _detected when the output value V _APS1 of the first acceleration position sensor 51A is lower than the predetermined value V4 (V4 = 0.2v), it is determined that V _APS1 < 0.2v.
The abnormality in the characteristic of the accelerator position sensor is determined when the idle switch is on (that is, during idling) on the condition that V _APS2 ≥1.1v.
When the second accelerator position sensor 51B fails, the following process is performed.
① Set V _APS = V _APS1 / 2
② Lean driving prohibition processing
③ Cruise control control prohibition processing
④ Engine output upper limit clip processing
However, when communication abnormality occurs from the throttle controller 160 to the engine ECU 16 after the failure of the second accelerator position sensor APS2 (51B), the limp groove processing is performed.
When the first accelerator position sensor 51A fails, the following process is performed.
① Set V _APS = V _APS2 / 2
② Lean driving prohibition processing
③ Cruise control control prohibition processing
④ Engine output upper limit clip processing
However, if the second accelerator position sensor (APS2) 51B has already failed, the limp groove processing is performed.
When the characteristics of the accelerator position sensor are abnormal, the following processing is performed.
① Set V _APS = V _APS1 / 2
② Lean driving prohibition processing
③ Cruise control control prohibition processing
④ Engine output upper limit clip processing
However, if the first accelerator position sensor (APS1) 51A has already failed, the limp groove processing is performed.
G. LHV breakdown
The failure of the LHV 12 occurs when (1) the LHV solenoid is off, and (2) the terminal voltage Lo is detected.
When the LHV 12 fails, the following process is performed.
① Forced compression lean operation.
② Fuel cut processing at high engine speed (eg, ≥3000 rpm).
③ Cut EGR.
④ Disable engine speed feedback control of idle speed control.
By the way, the lymph-groove processing is performed as follows.
A: Fuel cut processing
1) Forward running
(1) When the output value of the second accelerator position sensor APS2 51B is equal to or smaller than a predetermined value [(5v-V _APS2 )> 1.5v], the entire cylinder is injected.
(2) When the output value of the second accelerator position sensor APS2 51B is equal to or more than a predetermined value [(5v-V _APS2 ) 1.5v], a part of the cylinders Jet cut.
(3) When the second accelerator position sensor (APS2) 51B fails, a part of the cylinders (for example, three cylinders if the entire six cylinders) is cut by fuel injection.
(4) When injecting the brake, cut off some fuel (for example, 3 cylinders if the total is 6 cylinders).
2) When driving backward
A fuel injection cut is performed on some cylinders (for example, three cylinders for all six cylinders).
B: The motor relay is turned off.
C: The LHV 12 is turned ON (when the brake switch 200 is turned ON), the LHV 12 is controlled to have a duty of 5 Hz for a predetermined time (for example, 2 seconds).
D: Prohibits lean driving.
E: Cruise control control is prohibited.
F: Engine speed feedback control is prohibited.
G: The warning light is on.
H: Once the mode has been shifted to the limp home mode, it will not return to normal until the ignition switch is turned off.
Now, the following description will focus on the features of the present invention.
As described above, in this drive-by-wire (DBW) 150, two accelerator position sensors (accelerator opening degree detecting means) 37A and 37B are provided for extinguishing in case of failure of the drive by- Thereby constituting two pairs of electronic throttle control systems 231 and 232 (see FIG. 6).
Here, the first electronic throttle control system (hereinafter referred to as a first control system) 231 includes a first throttle position sensor (APS1) 51A, a first throttle position sensor (TPS1) (Hereinafter referred to as a second control system) 232 includes a second accelerator position sensor APS2, a second throttle position sensor (second throttle position sensor) (TPS2) 37B and an electric motor (throttle actuator) Although the common motor 154 is used in the first control system 231 and the second control system 232 in this embodiment, in the first and second control systems 231 and 232, But may be configured by installing different motors.
In the normal state, as described above, the throttle opening degree is set by the throttle controller 160 based on the accelerator opening degree information from the first accelerator position sensor APS1 (51A), and the throttle controller 160 The electric motor 154 is driven so that the butterfly valve 151 becomes the set opening degree. The opening degree of the butterfly valve 151 is fed back to the feedback control section 160A of the throttle controller 160 by the first throttle position sensor TPS1 37A.
1 and 6, the ECU 16 and the throttle controller 160 are provided with a failure determination means 70. The failure determination means 70 determines whether or not each sensor or motor (154) is determined.
If the first control system 231 determines that the first accelerator position sensor APS1 51A or the first throttle position sensor TPS1 37A has failed, The DBW 150 is controlled.
As described above, the control system of the DBW 150 is duplexed to prevent failures by controlling the DBW 150 by the other control channel 232 even if one of the control channels 231 fails .
When the failure of the first control system 231 is determined, the warning means 180 is operated by the ECU 16. [ The warning means 180 is, for example, a warning lamp installed in the instrument panel of the vehicle. By turning on the warning lamp, the driver is informed of the occurrence of a failure in the first control system 231, and urged for early repair.
However, even when the first control system 231 fails, it is also conceivable that the driver continues to drive without knowing the warning as described above. Even if the driver knows such a warning, the DBW 150 having the above-described dual control system performs the control of the DBW 150 by the other control system 232, Since there is no adverse effect on the performance, the driver can think of continuing to drive as it is.
Then, if one of the control systems 231 continues to run while the other is broken, and then the other control system 232 fails, the normal running becomes difficult again. In this case, since the limp-groove processing is executed, the minimum driving ability is ensured but the normal driving becomes difficult.
When the abnormality of the accelerator pedal sensor APS1 (51A) of the first control system 231 is determined, the throttle valve 15 is set to the driver's accelerator pedal depression amount, Is intentionally restrained from being opened.
1, the throttle controller 160 is provided with an output restraining means 234 which detects an abnormality of the accelerator position sensor APS1 by the failure judging means 70, When the failure of the first control system 231 is determined, it is determined that the failure of the first control system 231 is notified to the driver by decreasing the actual valve opening degree of the throttle valve 15, So that it is recognized.
When the failure of the first control system 231 is judged, the control by the second accelerator position sensor (APS2) 51B is executed. Of the accelerator opening degree output value V _APS2 is set as the accelerator opening degree. That is, in the throttle controller 160, by setting V _APS = V _APS2 / 2, the opening degree of the throttle valve 15 based on the accelerator opening degree is set to half of the normal time.
By providing such an output restraining means 234, the engine output to the driver's request is suppressed when the first control system 231 fails, so that the driver can feel the abnormality of the vehicle, The failure of the control system 231 can be reliably recognized.
Even when the driver continues to drive while recognizing the failure of the first control system 231 by the operation of the warning means 180, since the engine output is suppressed, it is possible for the driver to recognize the need for repair .
In the case where the first control system 231 is normal and the second control system 232 is determined to be abnormal, the same control as described above is performed. That is, in this case, V _APS = V _APS1 / 2 is set, so that the output of the engine is also suppressed.
On the other hand, it is also conceivable that all of the above-described two-way control systems 231 and 232 are factory-operated. In such a case, however, the above limp-groove processing is executed. That is, when the failure judgment means 70 judges a failure of both the control systems 231 and 232, the motor-relay is controlled to be turned off by the intake air amount control means 201 provided in the throttle controller 160 The electric power of the electric motor 154 is cut off and the LHV 12 is controlled to be on.
In this case, the electric power of the electric motor 154 is controlled to be turned off so that the valve body (butterfly valve) 151 of the throttle valve 15 is driven to close by the biasing force of the return spring 153, (15) is almost completely closed. The bypass passage 13 is opened so that the intake air introduced into the intake passage 2 passes through the bypass passage 13 in the throttle bottle 5 and reaches a predetermined amount of intake air Is supplied to the engine (1).
Therefore, even if both control systems 231 and 232 fail, the minimum intake amount necessary for running the vehicle is secured, so that the vehicle can be driven to the repair shop by magnetic force without being caught . Here, the minimum intake amount necessary for running the vehicle is, for example, an intake amount sufficient to allow the vehicle to travel at a vehicle speed of about 80 km / h.
Although two control systems 231 and 232 are provided as electronic throttle control systems in the above description, three or more electronic throttle control systems may be provided.
By providing the output suppressing means 234 as described above, the engine output against the driver's request is suppressed, and the engine output is reduced at the time of brake application, so that the driver senses the abnormality of the vehicle, The failure of the system 231 can be reliably recognized.
However, when the failure determination means 70 can not determine the two-stage failure even though both of the control systems 231 and 232 fail (hereinafter, such failure is referred to as a two-stage failure) I can think.
Particularly, in the present embodiment, since the failure of the accelerator position sensors 51A and 51B is judged based on the difference of the detection information of these sensors 51A and 51B, in the following cases, 2 It may be difficult to judge the judgment of the heavy equipment. That is, specifically, the failure determining means 70 is basically the difference between the output value V _APS2 from the accelerator position sensor (APS1) the output value V _APS1 of from (51A) and the accelerator position sensor (APS2) (51B) If it is within the predetermined value, it is determined that each of the accelerator position sensors 51A, 51B is normally operating, so that it is possible to determine the failure of one of the sensors. However, if the sensor further fails at the same position , And it is also possible to consider the case where the judgment of 2 is not made.
In the case where the two-stage engine is not judged even if the accelerator position sensors 51A and 51B have two or more gears, the above-mentioned limp groove processing mode is not executed and the throttle valve 15 is closed. It is necessary to take some measures before reaching the second grade in this respect.
Thus, in the control apparatus for an internal combustion engine of the present invention, when the failure determination means 70 determines that a failure has occurred in one of the accelerator position sensors (here, the first accelerator position sensor 51A is used as a representative) . When the driver depresses the brake, it is assumed that the driver intends to decelerate or stop the driving, so as to creep the opening degree of the throttle valve 15 to a predetermined opening degree.
That is, as shown in Fig. 6, the throttle controller 160 is provided with regulating means 240 for regulating the opening degree of the throttle valve. Then, when the failure of one of the accelerator position sensors 51A is determined by the information from the failure judging means 70 and it is detected that the driver deprives the brake pedal by the information from the brake switch 200, The opening degree of the throttle valve 15 is clipped by the regulating means 240 at a predetermined upper limit value. Therefore, in such a case, the output of the engine is reliably suppressed, and the vehicle can be reliably decelerated or stopped.
In this case, the upper limit value clipping of the opening degree of the throttle valve 15 is performed by clipping the upper limit value of the command target opening voltage to the electric motor (throttle actuator) 154. [ That is, when the failure of one of the accelerator position sensors 51A is detected and the depression of the brake pedal is detected, the throttle controller 160 sets the command target opening voltage to, for example, 0.8V And the throttle valve opening corresponding to this voltage is clipped as the upper limit of the opening degree.
As described above, in the control apparatus for an internal combustion engine according to the present invention, as one of the countermeasures against the determination of the two-stage capacity of the accelerator position sensors 51A, 51B, one of the accelerator position sensors 51A, When the failure is determined, the upper limit value of the degree of opening of the throttle valve is clipped based on the operation of the brake, and if this failure is not determined in spite of the failure of the other of the accelerator position sensors 51B and 51A , It is possible to prevent the unexpected operation of the throttle valve 15, thereby enhancing the safety of the vehicle.
When the failure of either one of the accelerator position sensors 51A and 51B is determined in addition to the upper limit clips of the throttle valve opening degree as described above, Processing is executed.
① Set V _APS = V _APS2 / 2 or set V _APS = V _APS1 / 2
② Lean driving prohibition processing
③ Cruise control control prohibition processing
Since the control apparatus for the internal combustion engine according to the embodiment of the present invention is configured as described above, the failure of the intake system, that is, the failure of the electronic throttle control apparatus (DBW) 150 and the LHV system , The processing is performed, for example, as shown in Fig.
That is, first, the LHV failure determination routine (step A10) performs processing relating to determination of LHV fixation. The LHV failure is judged by: (1) whether the LHV slave noise is off or not, and (2) whether or not the terminal voltage Lo is detected, and (2) if the LHV solenoid is off and the terminal voltage Lo is detected. In this case, the determination at step A 20 is followed by the engine output suppressing processing at step A30. More specifically, the following processes are performed.
(1) The operation mode is forcibly set to the late lean burn operation mode (compression stroke injection mode), and the engine output is suppressed.
(2) When the engine rotational speed Ne becomes equal to or greater than a predetermined rotational speed (for example, 3000 rpm), the fuel is cut (fuel supply stop) to suppress the engine output.
(3) EGR is cut, and priority is given to safe combustion rather than exhaust gas purification.
④ For idle speed control, engine speed feedback control is prohibited and priority is given to stable combustion.
On the other hand, not the LHV failure, through the determination of the step A20, it is determined whether further, APS fail flag Ffali ₁ is 1 in step A40. The APS fail flag Ffail ₁ becomes ₁ when any one of the accelerator position sensors (APS) 51A and 51B fails, and becomes 0 otherwise. Here, the flag Ffail ₁ is 1, then proceeds to step A80 APS2 heavy failure determination routine, the flag ₁ is 1 or Ffail proceeds to APS failure judgment routine of step A50.
In the APS failure determination routine of step A50, for each of the first acceleration position sensor (APS1) 51A and the second acceleration position sensor (APS2) 51B, a failure due to a short circuit of the current circuit, The above processing is performed for a fault due to open, (2) a fault due to the opening of the current circuit, a fault due to short of the sensor GND, and (3) an abnormal characteristic.
When it is determined that the APS failure has occurred, the routine proceeds to step A80 through step A70. In step A80, it is determined whether or not the APS failure has occurred in both of the two heavy loads, that is, the first and second acceleration position sensors APS1, APS2, 51A, It is determined whether or not there is a failure. If the APS is 2 or more, the flow advances to step A300 to carry out the limp home processing. If the APS is not the second-half header, that is, if only one of the two APS fails, the flow advances to step A90.
In step A90, it is determined whether or not the brake switch 200 is on, that is, whether or not the brake operation is performed. If the brake operation is performed, the routine proceeds to step A100 where the throttle opening degree command value is clipped to a predetermined upper limit value to suppress the intake air amount, thereby suppressing the engine output. If the brake operation has not been performed, the flow advances to step A120 to perform each failure processing in accordance with the failure of the APS.
That is, when the second accelerator position sensor 51B fails, the following is set: 1) V _APS = V _APS1 / 2; (2) prohibiting lean operation; (3) prohibiting cruise control control; . However, when communication abnormality occurs from the throttle controller 160 to the engine ECU 16 after the failure of the second accelerator position sensor APS2 (51B), the limp groove processing is performed.
When the first acceleration position sensor 51A fails, V _APS = V _APS2 / 2 is set, (2) the lean operation is prohibited, (3) cruise control is prohibited, and (4) the engine output upper limit is clipped. However, if the second accelerator position sensor (APS2) 51B has already failed, the limp groove processing is performed.
If the accelerator position sensor malfunctions, set ①V _APS = V _APS1 / 2, ② prohibit lean operation, ③ prohibit cruise control control, and ④ clip engine output upper limit. However, if the first accelerator position sensor (APS1) 51A has already failed, the limp groove processing is performed.
On the other hand, when the APS fails, the flow advances from the step A60 to the ETV judgment routine of the step A30.
In this ETV judging routine, a failure of the throttle controller is judged. (1) the ignition switch is on, (2) there is no abnormality in the second accelerator position sensor APS2 and the second throttle position sensor TPS2, (3) a communication abnormality occurs from the engine ECU 16 to the throttle controller 160, _{④ | (V APS2) / 2-} (5v-V TPS2) | when the ≥1v, or, ⑤ and the ignition switch is turned on, ⑥ the second accelerator position sensor (APS2) and the second throttle position sensor than in (TPS2) (7) If a communication abnormality occurs from the throttle controller 160 to the engine ECU 16, and (8) | (engine ECU command opening degree voltage -V _TPS2 ) | 1v, it is determined that the throttle controller is faulty .
If a failure of the throttle controller is determined, the routine proceeds to step A300 through step A140 to perform the limp groove processing. If the failure of the throttle controller is not determined, the routine proceeds to the communication failure determination routine of step A150.
In this communication failure determination routine, communication failure from the engine ECU 16 to the throttle controller 160 and communication failure from the throttle controller 160 to the engine ECU 16 are determined in the communication failure.
A communication abnormality from the engine ECU 16 to the throttle controller 160 is detected under the condition that the battery voltage Vb is equal to or greater than a predetermined value and the communication error from the throttle controller 160 to the engine ECU 16 is not occurring zone, and when the throttle controller 160 receives the communication failure signal from the engine ECU 16, the throttle controller 160 determines that the failure has occurred.
The communication abnormality from the throttle controller 160 to the engine ECU 16 is judged in the following cases: (1) the battery voltage Vb is equal to or greater than a predetermined value, (2) the cross- Overrun framing error, and (3) communication is incomplete for a predetermined time (for example, 25 msec).
If such a communication failure is determined, the process proceeds to step A170 via step A160, and communication fault handling processing is performed.
In other words, there is a high possibility that the intake air amount control can not be appropriately performed when the engine ECU 16 is in trouble in the communication with the throttle controller 160. Therefore, it is necessary to prohibit the lean operation, prohibit the cruise control control, For example, > = 3000 rpm).
Further, in the event of communication failure from the throttle controller 160 to the engine ECU 16, there is a high possibility that the intake air amount control can not be appropriately performed. Therefore, the control unit 1 transmits the communication fail to the throttle controller 160, prohibits the lean operation , The cruise control control is prohibited, (4) the fuel cut is performed at the time of engine high rotation (for example, Ne3000 rpm), and (5) when the brake is applied, the command target opening degree of the throttle valve from the engine ECU do.
If the communication failure is not determined, the process goes to step A 160 and goes to the motor failure determination routine of step A 180.
Motor Fault Judgment In the lupine, a ground fault or an overrun fault signal of the motor output is received in a zone in which (1) the motor relay is on and (2) the communication abnormality from the throttle controller 160 to the engine ECU 16 does not occur , It is determined that the motor is faulty.
When the motor fault is determined, the routine proceeds to step A300 through step A190 to perform the limp groove processing. If the motor failure is not determined, the routine proceeds to the TPS failure determination loop of step A200.
In the TPS failure determination routine, when each failure signal is received in a zone under the condition that the ignition switch is ON and the communication abnormality from the throttle controller 160 to the engine ECU 16 is not occurring , It is judged as a failure. The first throttle position sensor TPS1 (37A) used for feedback control by the throttle controller (160) has (1) failure due to open or short circuit of the current circuit and (2) poor linearity, For the position sensor (TPS2) 37B, there is a malfunction due to (3) characteristic error and (4) open or short circuit of the current circuit.
Based on the determination result of the TPS failure determination routine, it is determined in step A210 whether one of TPS1 and TPS2 is faulty. If either TPS1 or TPS2 fails, control is passed to step A220 to determine whether both TPS1 and TPS2 have failed.
If both TPS1 and TPS2 fail, the flow advances to step A300 to perform lymph-groove processing. If not (i.e., if only one of TPS1 and TPS2 fails), the flow advances to step A230, Processing is performed. This lean mode inhibition process is a mode in which the lean mode is established on the basis of high-precision throttle control, and when the TPS fails, there is a fear that the stable combustion is damaged in the lean mode. To avoid this, the lean mode is prohibited.
On the other hand, if all of the throttle position sensors TPS fail, the process goes to step A210 to go to the position feedback failure determination routine (POS F / B failure determination routine) in step A240.
In the position feedback fault determination routine, it is determined whether or not a fault occurs in the position feedback, that is, (1) the valve system is fixed (including the fully closed fixed state) Lt; / RTI > Or (3) the battery voltage Vb is equal to or greater than a predetermined value, and (4) the communication abnormality from the throttle controller 160 to the engine ECU 16 is occurring When a position feedback failure signal is received in a zone under the condition that the failure has occurred, the failure is judged.
If the position feedback failure is not determined, the failure processing is not performed (returning) via step A250, but if a position feedback failure is determined, the routine goes to step A260 via step A250. If the second throttle valve opening degree V _TPS2 is smaller than It is determined whether or not it is equal to or greater than the value of the valve K1 (K1: value close to the valve full opening). If the second throttle valve opening degree V _TPS2 is equal to or larger than the predetermined value K1, the program proceeds to step A280 to perform the valve-opening fixing failure processing.
If it is determined in step A260 that the second throttle valve opening degree V _TPS2 is not equal to or greater than the predetermined value K1, the program proceeds to step A270 to determine whether or not the second throttle valve opening degree V _TPS2 is equal to or less than a predetermined value K2 (K2: Is determined. Here, if the second throttle valve opening degree V _TPS2 is equal to or smaller than the predetermined value K2, the flow advances to step S290 to perform the valve closing fixing failure processing.
If the second throttle valve opening degree V _TPS2 is a value between the predetermined values K1 and K2, the _routine proceeds to step A300 to perform the limp groove processing.
Next, the operation at the time of the limp groove processing, which is a characteristic feature of the control apparatus for the internal combustion engine according to the present embodiment, will be described. The limp groove processing of this step A300 is performed as shown in Fig.
At the time of the lymph-groove processing, first, the lean operation mode is prohibited (step B10). That is, the lean operation mode that requires high-precision throttle control is avoided, and stable combustion can be performed by the stoichiometric mode or the like.
Next, the motor relay (power relay) 62 is turned off. As a result, no power is supplied to the throttle controller 160, throttle valve control through the throttle controller 160 is not performed, and only the limp groove valve 14 is controlled to adjust the intake air amount.
Then, it is determined whether or not the brake switch 200 is turned on, that is, whether or not the brake operation is performed (step B30). When the brake switch 200 is on, the duty control of the limp groove valve (LHV) 14 is performed only for a predetermined time (for example, 2 seconds) (step B40).
That is, the limp groove valve 14 is an on-off valve or an electromagnetic valve which is normally set to ON or OFF, and can be controlled by the tuning. In this case, for example, a duty ratio of about 50% The amount of air flowing through the bypass passage 13 is reduced by suppressing the opening degree of the LHV 14. [ In this way, the negative pressure of the intake manifold 9 is increased to secure the master back pressure. Therefore, even when the drive by-wire 150 is broken and the limp groove processing is performed, a sufficient master back pressure is secured at the time of brake operation, so that the braking force equivalent to that at the normal time can be ensured.
Such a process is sufficient for a predetermined time (two seconds in this case) at the start of the brake operation, and when a predetermined time has elapsed, the duty control ends. In addition, durability of the solenoid is ensured by regulating the duty control of the limp groove valve 14 within a predetermined time.
On the other hand, when the brake switch 200 is turned off, the limp groove valve (LHV) 14 is turned on (step B50).
Then, when the processes of steps B40 and B50 are performed, the process proceeds to step B60 to determine whether or not the vehicle is advancing.
If the vehicle is not advancing, it is determined that the vehicle is retreating, and fuel cut of some cylinders (for example, fuel cut of the three cylinders of the six cylinders) is performed to suppress the engine output (step B110). If the vehicle is advancing, the routine proceeds to step B70 where it is determined whether or not the output value of the second accelerator position sensor APS2 51B is equal to or greater than a predetermined value [(5v-V _APS2 )> 1.5v or (5v-V _APS2 1.5 v].
Here, when (5v-V _APS2 ) 1.5v, the routine proceeds to step B110, where the fuel cut of some cylinders (for example, the fuel cut of the three cylinders among the six cylinders) is performed to suppress the engine output. If (5v-V _APS2 )> 1.5v, the flow advances to step B80 to determine whether or not the second accelerator position sensor (APS2) 51B has failed. This failure determination is performed as described above.
If the APS2 fails, the routine proceeds to step B110 where a fuel cut of some cylinders (for example, a fuel cut of the three cylinders of the six cylinders) is performed to suppress the engine output. If the APS2 fails, the process goes to step B90 to determine whether or not the brake switch 200 is on, that is, whether or not the brake operation has been performed.
Here, when the brake switch 200 is on, the fuel cut of some cylinders (for example, the fuel cut of the three cylinders among the six cylinders) is performed to suppress the engine output. If the brake switch 200 is not on, the routine proceeds to step B100 where fuel is injected from the entire cylinder to secure the output.
Further, at the time of lymph-groove processing, the warning lamp 180 is also turned on.
As described above, the limb-groove processing is performed in a case where the brake operation is not performed and the accelerator opening degree is equal to or larger than a predetermined value at the time of the forward travel without the APS2 failure (that is, the driver's speed request intention can be grasped from the APS2 information) That is, when the driver is requesting the engine output, the fuel cut is not performed. However, when the vehicle is running backward, when the APS2 fails, when the brake is operated, or when the accelerator opening is below a predetermined value, The fuel cut of the cylinder (for example, the fuel cut of the three cylinders among the six cylinders) is performed to suppress the engine output.
The driver can obtain the vehicle speed if the brake operation is not performed and decelerate or stop when the brake operation is performed. Based on the brake operation information which is the remaining driver's physician reflecting means remaining at the time of failure of the intake system, So that the vehicle speed can be controlled at a constant level.
The operation of the control device of the internal combustion engine according to the present invention will now be described. In this device, as described in the above-mentioned step A120, any one of the two accelerator position sensors 51A and 51B When the failure of the accelerator position sensor (for example, the first accelerator position sensor 51A) is detected, the accelerator opening degree obtained by the normal accelerator position sensor (for example, the second accelerator position sensor 51B) The output value V _{APS2 is set} to 1/2. By setting V _APS = V _APS2 / 2, the opening degree of the throttle valve 15 based on the accelerator opening degree is set to half of the normal time.
Thus, at the time of failure of one control system 231 (specifically, when the first accelerator position sensor 51A fails), the intake air amount is reduced by half, and the engine output is suppressed to the driver's request. Therefore, the driver senses the abnormality of the vehicle, and the driver recognizes that there is any abnormality in the vehicle.
In addition, the driver can think of seeing the instrument panel by suppressing the engine output. In this case, even if the user does not know whether the warning lamp 180 is turned on until then, the driver can recognize the failure of the control system 231 by knowing that the warning lamp 180 is turned on by looking at the instrument panel.
Even when the driver continues to drive while recognizing the failure of the first control system 231 by the operation of the warning means 180, since the engine output is suppressed, it is possible to reliably recognize the necessity of repair to the driver It is.
Although the malfunction of the first control system 231 or the failure of the second control system 232 is described as an example of failure of the accelerator position sensors 51A and 51B, The present invention is not limited to the failure of the sensors 51A and 51B but can also be applied to the case where the failure of the other sensors constituting the control systems 231 and 232 is determined. By applying the apparatus of the present invention in addition to the accelerator position sensors 51A and 51B in this way, it is possible to provide an electronic throttle control apparatus with higher safety and reliability.
On the other hand, as described in the above-mentioned steps A80, A90, and A100, when the APS failure is detected in step A80 as two heavy loads, that is, the first and second accelerator position sensors APS1, APS2, 51A, If it is not determined that there is a failure and only one of the two APS fails, then in step A90, it is determined whether or not the brake switch 200 is on, that is, whether or not a brake operation has been performed. If the operation is performed, the routine proceeds to step A100 where the throttle opening degree command value is clipped to a predetermined upper limit value to suppress the intake air amount, thereby suppressing the engine output.
Therefore, when the failure of one of the accelerator position sensors is determined, the upper limit value of the opening degree of the throttle valve is clipped by the operation of the brake, so that even if the failure of the other accelerator position sensor is not determined, It is possible to prevent unexpected operation of the valve, and there is an advantage that the safety of the vehicle can be improved.
In addition, even when the other accelerator position sensor is normal, the upper limit value of the opening degree of the throttle valve is clipped when the operation of the brake is detected when one of the accelerator position sensors fails, And also urges repair of an early vehicle. This also has the advantage that the reliability and stability of the drive-by-wire 150 are improved.
The reset condition of the fail determination is briefly described. As the reset conditions, there are the ignition key OFF, the battery OFF, and so on. When the above control is repeated at the time of re-running and the DBW becomes normal at the time of re- Return to normal control. Also, at that time, if fail contents are stored in the computer as the fail information, it is possible to re-check the DBW system at the time of vehicle inspection.
Although the present embodiment has been described with reference to the case where the present control device is applied to the in-cylinder injection internal combustion engine, the control device of the internal combustion engine of the present invention is not limited to such an embodiment, , And can be widely applied to vehicles having a plurality of sets of electronic throttle control systems.
As described above, the control apparatus for an internal combustion engine according to the present invention comprises: a plurality of electronic throttle control systems for electrically driving a throttle valve of an internal combustion engine on the basis of an operation amount of an accelerator pedal; A failure determination means capable of individually determining the failure state of the plurality of electronic throttle control systems and capable of determining a failure state of the plurality of electronic throttle control systems; An intake air amount control means for driving the throttle valve in the closing direction and supplying a predetermined intake air amount to the internal combustion engine; and an abnormality judging means for judging whether or not the electronic throttle control system of one of the plurality of electronic throttle control systems has failed The control of the throttle valve is controlled by the normal electronic throttle control system, And an output control means for controlling the output of the internal combustion engine with respect to the operation amount of the accelerator pedal. Therefore, when one of the plurality of control systems fails, the driver is notified of the failure of the control system, Even when all of the plurality of control systems of the drive-by-wire fail and even if failure of these control systems can not be detected, it is possible to prevent unexpected operation of the throttle valve, It is possible to provide an engine control device.

权利要求:
Claims (4)
[1" claim-type="Currently amended] A plurality of electronic throttle control systems 231 and 232 for electrically driving the throttle valve 15 of the internal combustion engine 1 based on the manipulated variable of the accelerator pedal,
(231) and (232) that can determine the failure state of each of the plurality of electronic throttle control systems (231) and (232) so as to be capable of individually discriminating faults of the plurality of electronic throttle control systems Means 70,
When the failure determining means 70 determines that all of the electronic throttle control systems 231 and 232 have failed, the throttle valve 15 is driven in the closing direction, An intake air amount control means (201) for supplying the intake air amount to the engine (1)
When it is determined by the failure judging means 70 that one of the electronic throttle control systems 231 and 232 has failed, the normal electronic throttle control system 232 And an output suppressing means (234) for controlling the driving of the throttle valve (15) by the accelerator pedal and suppressing the output of the internal combustion engine (1) to the manipulated variable of the accelerator pedal .
[2" claim-type="Currently amended] The electronic throttle control system according to claim 1, wherein said electronic throttle control system (231, 232) comprises an accelerator opening degree detecting means (51) for detecting an operating amount of said accelerator pedal, An actuator 154 for opening and closing the throttle valve 15 and throttle opening degree detecting means 37 for detecting the degree of opening of the throttle valve 15,
Characterized in that at least one of the accelerator opening degree detecting means (51), the actuator (154) and the throttle opening degree detecting means (37) is provided in each of the plurality of electronic throttle control systems (231, 232) Wherein said control means controls said internal combustion engine.
[3" claim-type="Currently amended] The brake system according to claim 1, further comprising: a brake switch (200) for detecting an operating state of the brake;
When failure of one of the plurality of electronic throttle control systems (231), (232) is discriminated by the failure discrimination means (70) and the operation of the brake is detected by the brake switch (200) And regulating means (240) regulating the upper limit of the degree of opening of the valve (15).
[4" claim-type="Currently amended] The electronic throttle control system according to claim 1, wherein the plurality of electronic throttle control systems (231, 232) each include an accelerator opening degree detecting means (51) for detecting at least an operation amount of the accelerator pedal, The means (70) judges the failure of the electronic throttle control systems (231, 232) based on the difference of detected information of the plurality of accelerator opening degree detecting means (51) Control device.

类似技术:

---

公开号 | 公开日 | 专利标题

---

US6619258B2|2003-09-16|System for controllably disabling cylinders in an internal combustion engine

---

EP2123885B1|2016-04-20|Method for controlling cylinder deactivation

---

JP4781899B2|2011-09-28|Engine fuel supply system

---

EP1571315B1|2008-10-01|Control system and method for motor vehicles

---

JP3700051B2|2005-09-28|Intake control device for internal combustion engine

---

JP3211677B2|2001-09-25|Ignition timing control system for in-cylinder injection internal combustion engine

---

EP1096126B1|2005-12-14|Exhaust temperature raising apparatus and method for internal combustion engine

---

US7861683B2|2011-01-04|Diagnosis device for vehicle

---

US6178371B1|2001-01-23|Vehicle speed control system and method

---

US6305757B1|2001-10-23|Brake booster negative pressure controller

---

US7249454B2|2007-07-31|Fuel injection control apparatus and fuel injection control method for internal combustion engine

---

US8874353B2|2014-10-28|Device and method for controlling internal combustion engine

---

DE3301742C2|1992-09-17|

---

US6732707B2|2004-05-11|Control system and method for internal combustion engine

---

US5623906A|1997-04-29|Fixed throttle torque demand strategy

---

KR100263221B1|2000-08-01|Apparatus for controlling negative pressure of internal combustion engine

---

US5601063A|1997-02-11|Fail-safe engine accelerator-throttle control

---

US6654677B2|2003-11-25|Method and system for providing vehicle control to a driver

---

US6799110B2|2004-09-28|Engine control system

---

US7032571B2|2006-04-25|Internal combustion engine controller

---

US7082936B2|2006-08-01|Internal combustion engine control device

---

US20030062025A1|2003-04-03|Electronic engine control device

---

US7848873B2|2010-12-07|Control apparatus for internal combustion engine

---

JP3218997B2|2001-10-15|Negative pressure control device for internal combustion engine

---

JP2005155339A|2005-06-16|Control device for internal combustion engine

同族专利:

---

公开号 | 公开日

---

EP0874147B1|2004-10-27|

---

DE69827189T2|2006-03-09|

---

US6047679A|2000-04-11|

---

EP0874147A3|2001-03-28|

---

DE69827189D1|2004-12-02|

---

EP0874147A2|1998-10-28|

引用文献:

---

公开号 | 申请日 | 公开日 | 申请人 | 专利标题

---

法律状态:
1997-04-25|Priority to JP97-123431

---

1997-04-25|Priority to JP1997-123431

---

1997-04-25|Priority to JP12343197A

---

1997-04-25|Priority to JP12343297A

---

1997-04-25|Priority to JP1997-123432

---

1998-04-23|Application filed by 카와소에카쯔히코, 미쯔비시지도오샤고오교오가부시기가이샤

---

1998-11-25|Publication of KR19980081649A

---

2002-06-20|Application granted

---

2002-06-20|Publication of KR100329297B1

优先权:

---

申请号 | 申请日 | 专利标题

---

JP1997-123431|1997-04-25|

---

JP12343197A|JPH10299513A|1997-04-25|1997-04-25|Control device for internal combustion engine|

---

JP12343297A|JP3279220B2|1997-04-25|1997-04-25|Control device for internal combustion engine|

---

JP1997-123432|1997-04-25|

---

JP97-123431|1997-04-25|