JP2001082182A - Actuator control device for internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve a response delay of a torque motor (an actuator) to improve following stability. SOLUTION: In this actuator control device, when a current direction of a control request current value is opposite to a current direction of an actual current value flowing through a torque motor 19, all driving transistors Tr1, Tr2, Tr3 and Th4 in an H-bridge type motor drive circuit are turned off once. Thereby, a motor current Imo flowing through the torque motor 19 immediately becomes 0 [A], then a connection state of the driving transistors Tr1, Tr2, Tr3 and Tr4 is switched to turn over the current direction, and the torque motor 19 is current-controlled. Accordingly, a response delay of the torque motor 19 caused by influence of back electromotive voltage in the motor circuit is improved to improve following stability.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an actuator control device for an internal combustion engine that drives an actuator in accordance with a predetermined control amount and controls an operation state of the internal combustion engine.

[0002]

2. Description of the Related Art In recent years, an actuator control device for an internal combustion engine called an "electronic throttle system" for controlling a throttle valve opening by driving a motor as an actuator in accordance with an accelerator operation amount or the like has been adopted. I have. In such an electronic throttle system, for example, a current flows to a motor in accordance with an accelerator opening signal from an accelerator opening sensor that detects the amount of depression of an accelerator pedal, and the throttle valve is opened and closed by driving the motor. The amount of air supplied to the internal combustion engine is controlled.

[0003]

Incidentally, a motor as an actuator in a throttle control system mainly includes a deviation between a target throttle opening set based on various sensor signals and an actual throttle opening from a throttle opening sensor.・ "Acceleration / deceleration torque" generated based on the current throttle speed, "Spring torque" such as a valve return spring or evacuation travel spring for returning the throttle valve to the intermediate stopper position, the rotation axis of the throttle valve and its bearing [Friction torque (friction force)] generated in each part such as a throttle opening sensor that detects the opening of the throttle valve, a valve return spring for returning the throttle valve to the intermediate stopper position, and a retracting spring. And so on.

[0004] These acceleration / deceleration torque, spring torque, friction torque, and the like can be appropriately corrected by considering them when calculating the motor current. However, the reverse switching of the current direction required for driving the motor as an actuator may not be performed quickly due to the effect of the back electromotive voltage generated in the motor circuit, which may result in a delay in throttle opening response.

The present invention has been made to solve such a problem, and an object of the present invention is to provide an actuator control device for an internal combustion engine that can improve response delay of an actuator and improve tracking stability.

[0006]

According to the first aspect of the present invention, the control request current calculating means calculates the current direction of the actual current value flowing through the actuator detected by the actual current detecting means. When the current direction of the control request current value required to drive the actuator is reversed, all the switching elements in the H-bridge type actuator drive circuit having two pairs of switching elements are temporarily disconnected. . As a result, the current flowing through the actuator immediately becomes 0 [A]. Thereafter, the connection state of the switching element is switched to match the current direction of the control request current value, the current direction is reversed, and current control is performed so that the current flowing through the actuator becomes the control request current value. Therefore, the response delay of the actuator due to the effect of the back electromotive voltage generated on the circuit is improved, and the tracking stability is improved.

In the actuator control device for an internal combustion engine according to the second aspect, the actuator required for driving the actuator calculated by the control request current calculation means in the current direction of the actual current value flowing through the actuator estimated by the actual current detection means is required. When the current directions of the control request current values are opposite, all the switching elements in the H-bridge type actuator drive circuit having two pairs of switching elements are temporarily disconnected. As a result, the current flowing through the actuator immediately becomes 0 [A]. Thereafter, the connection state of the switching element is switched to match the current direction of the control request current value, the current direction is reversed, and current control is performed so that the current flowing through the actuator becomes the control request current value. Therefore, the response delay of the actuator due to the effect of the back electromotive voltage generated on the circuit is improved, and the tracking stability is improved.

In the actuator control device for an internal combustion engine according to the third aspect, all switching elements in the actuator drive circuit when the current direction to the actuator is reversed by the current direction switching means are disconnected for a predetermined period. You. Accordingly, the actuator can be adapted to an actual motor circuit including, for example, a coil, a wire harness, a transistor, and the like for driving the actuator, and the response delay of the actuator is improved, and the tracking stability is improved.

[0009]

DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples.

FIG. 1 is a schematic configuration diagram showing an internal combustion engine and its peripheral devices in a throttle control device for an internal combustion engine to which an actuator control device for an internal combustion engine according to an embodiment of the present invention is applied. It is.

In FIG. 1, an air cleaner 3 is provided upstream of an intake passage 2 of an internal combustion engine 1.
An air flow meter 4 for detecting an intake air amount (intake air amount) is installed on the downstream side of the air flow meter. Further, a throttle valve 5 is provided downstream of the air flow meter 4 in the intake passage 2, and the actual opening of the throttle valve 5 is determined by the driving force of a torque motor 19 connected to a rotation shaft 5 a of the throttle valve 5. A certain actual throttle opening TA is controlled, and the amount of intake air supplied to the internal combustion engine 1 is adjusted. The actual throttle opening TA of the throttle valve 5 is detected by a throttle opening sensor 16. It should be noted that even during idling, the actual throttle opening TA is controlled by the driving force of the torque motor 19, whereby the intake air amount GN
And feedback control is performed such that the engine speed NE matches the target idle speed. Further, the intake passage 2 is connected to each cylinder of the internal combustion engine 1 via an intake manifold 6, and intake air from the intake passage 2 is distributed and supplied to each cylinder via the inside of the intake manifold 6.

Intake manifolds 6 are provided with injectors 7 corresponding to the respective cylinders, and the fuel injected from the respective injectors 7 is mixed with intake air and supplied to the respective cylinders. This air-fuel mixture is introduced into the combustion chamber 9 of each cylinder as the intake valve 8 opens and closes, is burned by the ignition of a spark plug 10, pushes down a piston 11, and applies torque to a crankshaft 12. The exhaust gas after combustion is discharged to the outside via an exhaust passage 14 with opening and closing of an exhaust valve 13. A crank angle sensor 15 is provided at a position close to the crankshaft 12, and a pulse signal is output from the crank angle sensor 15 at every 30 ° CA (Crank Angle).

Reference numeral 20 denotes an ECU (Electronic Control Unit).
The ECU 20 controls the driving of the injector 7 based on the intake air amount GN signal detected by the air flow meter 4 and the engine speed NE signal detected by the crank angle sensor 15, and controls the throttle opening sensor CPU that controls opening and closing of the throttle valve 5 based on the actual throttle opening TA signal detected by the accelerator pedal 16 and the accelerator opening Ap signal detected by the accelerator opening sensor 18 based on the amount of depression of the accelerator pedal 17.
The microcomputer mainly comprises a microcomputer 21, a ROM 22, a RAM 23, and the like.

Next, the configuration of the ECU 20 and its surroundings will be described in more detail with reference to FIG.

In the ECU 20, a CPU 21 reads an intake air amount GN signal, an engine speed NE signal, an actual throttle opening degree TA signal, an accelerator opening degree Ap signal, and the like, and requests each time according to the operating state of the internal combustion engine 1. This is a well-known central processing unit that calculates a fuel injection amount of the injector 7 and a target throttle opening TTP, which is a target command value of the throttle valve 5 by the torque motor 19, and the like.

The ROM 22 is a so-called program memory in which various control programs for controlling the operating state of the internal combustion engine 1, that is, a fuel injection control program, a throttle control program, and the like are stored in advance.
The CPU 21 executes various arithmetic processes in accordance with the program stored in the ROM 22. Also, RA
M23 is a so-called data memory that temporarily stores input / output data of various sensors, calculation processing data by the CPU 21, and the like.

The injector drive circuit 24 has an intake air amount GN
This is a circuit for driving the injector 7 by forming a signal of a predetermined pulse width corresponding to the fuel injection amount calculated through the CPU 21 based on the signal and the engine speed NE signal. As a result, an amount of fuel corresponding to the calculated fuel injection amount is injected and supplied from the injector 7 to each cylinder of the internal combustion engine 1.

The motor drive circuit 25 is connected to a later-described CP.
In accordance with the calculation process by U21, in accordance with the deviation between the target throttle opening TTP of the throttle valve 5 by the torque motor 19 and the actual throttle opening TA from the throttle opening sensor 16, PWM (pulse width modulation) is used to reduce the deviation. ) A circuit for forming an output current DUTY from an output DUTY (control amount) calculated as a converted duty ratio signal and outputting the output current DUTY to the torque motor 19. As a result, a driving force corresponding to the output current DUTY is generated in the torque motor 19, and the actual throttle opening TA of the throttle valve 5 detected by the throttle opening sensor 16 finally matches the target throttle opening TTP. It is adjusted to.

The A / D conversion circuit 27 converts the read intake air amount GN signal, the actual throttle opening TA signal, the accelerator opening Ap signal, the cooling water temperature THW signal from a water temperature sensor (not shown), and the like. A circuit for A / D (analog-digital) conversion and output to the CPU 21.

Next, the configuration of the throttle control device for the internal combustion engine will be described with reference to FIGS.

2 and 3, the accelerator pedal 1
An accelerator opening sensor 18 is provided in 7, and the accelerator pedal 17 is connected to an accelerator lever 41. The accelerator lever 41 is connected to the accelerator return spring 4
The accelerator pedal 17 is urged in the return direction (clockwise direction) by the accelerator pedals 2a and 42b. Accelerator pedal 1
7 is not operated (accelerator OFF), the accelerator lever 41 is pressed by the accelerator return springs 42a, 4b.
2b, it is held in a state of contact with the accelerator fully closed stopper 43. While the internal combustion engine 1 is operating, the position of the accelerator lever 41 based on the operation amount of the accelerator pedal 17 is detected by the accelerator opening sensor 18 as the accelerator opening Ap.

On the other hand, a valve lever 44 is connected to the rotary shaft 5a of the throttle valve 5, and this valve lever 44
Is urged in the opening direction of the throttle valve 5 (upward in FIG. 2) by the retreat running spring 45. For this reason, the motor OFF (torque motor 19) shown in FIG.
When the power is turned off, the retreating spring 45 holds the valve lever 44 at the intermediate stopper position where it contacts the intermediate lever 47. At this time, the intermediate lever 4
7 is urged by a valve return spring 48 in the closing direction of the throttle valve 5 (downward in FIG. 2), and is in contact with an intermediate stopper 49.

That is, the pulling force of the valve return spring 48 is set to be larger than the pulling force of the retreat running spring 45. Therefore, when the motor is turned off as shown in FIG. 2B, the pulling force of the valve return spring 48 overcomes the pulling force of the retreat running spring 45, and the intermediate lever 47 comes into contact with the intermediate stopper 49 and is held. Is held at the intermediate stopper position (actual throttle opening TA = about 3 °) regulated by the intermediate stopper 49.

On the other hand, during normal control (motor ON) shown in FIG. 2A, the torque motor 19 rotates forward or reverse according to the operation amount of the accelerator pedal 17, and the actual throttle opening TA of the throttle valve 5 Is adjusted, and the actual throttle opening TA of the throttle valve 5 at that time is detected by the throttle opening sensor 16. At this time, when increasing the actual throttle opening TA, the torque motor 19 is required.
When the motor motor on the positive side is supplied to the motor and the torque motor 19 is rotated forward, as shown in FIG.
4, the intermediate lever 47 is pushed up against the pulling force of the valve return spring 48, and the throttle valve 5 is driven in the opening direction. Conversely, when the actual throttle opening TA is reduced, a negative motor current is supplied to the torque motor 19 and the torque motor 19 is rotated in the reverse direction.
The valve lever 44 is lowered, and the throttle valve 5 is driven in the closing direction. When the throttle lever 5 is driven in the closing direction after the intermediate lever 47 is brought into contact with the intermediate stopper 49, the valve lever 44 is lowered against the pulling force of the retreating spring 45, and the throttle valve 5 is fully closed. When the valve lever 44 is closed to the stopper position (actual throttle opening degree TA = 0 °), the throttle fully closed stopper 4
6 to prevent further rotation.

Next, the structure of the torque motor 19 connected to the rotary shaft 5a of the throttle valve 5 used in the throttle control device for an internal combustion engine according to one embodiment of the present invention will be described with reference to FIGS. This will be described with reference to FIG. FIG. 5 is a diagram showing the torque motor 19 shown in FIG.
FIG. 3 is a view taken in the direction of arrow A with 3 removed.

As shown in FIG. 4, a throttle valve 5 is rotatably supported by bearings 61 and 62 on a throttle body 60 disposed in the middle of the intake passage 2. The throttle valve 5 is formed in a disk shape, and is fixed to the rotating shaft 5a with screws. By rotating the throttle valve 5 together with the rotation shaft 5a, the flow passage area of the intake flow passage 60a formed by the inner wall of the throttle body 60 is adjusted, and the amount of intake air passing through the intake passage 2 is controlled. You.

A valve lever 44 is press-fitted and fixed to one end of the rotary shaft 5a of the throttle valve 5, and is rotated together with the rotary shaft 5a. This valve lever 4
The fully closed position of the throttle valve 5 is defined by the contact of the throttle valve 4 with the throttle fully closed stopper 46. In addition,
By changing the screwing amount of the throttle fully closed stopper 46, the fully closed position of the throttle valve 5 is adjusted. In FIG. 4, the evacuation travel spring 45 and the like are omitted.

The throttle opening sensor 16 is disposed further to the end of the rotary shaft 5a than the valve lever 44,
It comprises a contact portion 16a, a substrate 16b coated with a resistor, and a housing 16c. The contact portion 16a is press-fitted into the rotating shaft 5a, and is rotated together with the rotating shaft 5a. The board 16b is fixed to the housing 16c, and the contact portion 16a slides on the resistor applied to the board 16b. A constant voltage of 5 [V] is applied to the resistor applied to the substrate 16b. The sliding position between the resistor and the contact portion 16a is changed according to the opening of the throttle valve 5, and the output voltage value is changed. Is varied. The output voltage value from the throttle opening sensor 16 is input to the ECU 20, and the actual throttle opening TA of the throttle valve 5 is detected.

Further, as shown in FIGS. 4 and 5, the torque motor 19 is connected to the other end of the rotating shaft 5a by a rotor 65, a core 69, and a pair of solenoids 70 and 75. The end of the torque motor 19 is covered by a cover 63. The rotor 65 is composed of an iron core 66 and permanent magnets 67 and 68 press-fitted and fixed to the rotating shaft 5a, and is rotatably housed in a housing hole 69a formed by the inner wall of the core 69. The iron core 66 is formed in a cylindrical shape, and is press-fitted and fixed to the other end of the rotating shaft 5a. The permanent magnets 67 and 68 are formed in an arc shape, and
Are attached and fixed at equal intervals on the outer periphery of. Since the rotation range of the throttle valve 5 is usually 90 ° or less, the arc length of the permanent magnets 67 and 68 is long enough to allow a torque capable of rotating the rotor 65 within the rotation range of the throttle valve 5. Good. The permanent magnets 67 and 68 are neodymium-based.
A so-called samarium-cobalt system that generates high magnetic force,
Rare earth magnets are employed.

The core 69 is made of a thin plate made of a magnetic material.
The rotor 65 is rotatably housed in the housing hole 69a. The core 69 is formed in a slotless manner around the rotor 65 without any break. The solenoids 70 and 75 are formed by winding coils 72 and 77 around iron cores 71 and 76, respectively, and are press-fitted and fixed to a core 69. Coil 72, 7
7 is supplied with a control current from a pin 81 embedded in a connector 80. Also, the valve return spring 48
Has one end fixed to the iron core 66 and the other end fixed to the screw 64, and the valve return spring 48 urges the throttle valve 5 to the closed side.

Next, E used in a throttle control device for an internal combustion engine according to an embodiment of the present invention will be described.
A description will be given based on a block diagram of FIG. 6 showing a processing procedure of the throttle control in the CPU 21 in the CU 20.

In FIG. 6, first, in a target throttle opening calculation process S1, a target throttle opening TTP is calculated based on the accelerator opening Ap [°] from the accelerator opening sensor 18.
[°] is calculated. In the following provisional target throttle opening calculation processing S2, the target throttle opening TTP [°] calculated in the target throttle opening calculation processing S1 is smoothed, and the provisional target throttle opening TTPsm [°] is calculated. Is calculated. In the acceleration / deceleration torque calculation process S3, the provisional target throttle opening TTPsm [°] calculated in the provisional target throttle opening calculation process S2 and the throttle opening sensor 1 are used.
6, the acceleration / deceleration torque Tg [N · m] of the throttle control system is calculated based on the deviation from the actual throttle opening TA [°] from 6 and the actual throttle speed ΔTA which is the current throttle speed.

In the spring torque calculation processing S4, the spring torque Ts [N] is determined according to the provisional target throttle opening TTPsm [°] calculated in the provisional target throttle opening calculation processing S2.
M] is calculated. Here, the provisional target throttle opening T
While calculating the spring torque Ts according to TPsm,
On the open side where the actual throttle opening TA is larger than the intermediate stopper position, it corresponds to the valve return spring 48, or on the closed side where the actual throttle opening TA is smaller than the intermediate stopper position, it corresponds to the retreat running spring 45. Here, instead of the provisional target throttle opening TTPsm, the spring torque may be calculated according to a predicted throttle opening based on the actual throttle opening, the actual throttle speed, and the actual throttle acceleration.

In the friction torque calculation process S5, the provisional target throttle opening TTPsm [°] and the actual throttle opening T
A [°] and the estimated motor temperature Tm calculated in the subsequent stage
[° C.], bearings 61 and 62 according to the frictional state at that time.
Friction torque Tf of throttle control system [Nm]
Is calculated. Then, the acceleration / deceleration torque Tg [N · m], the spring torque Ts [N · m] and the friction torque Tf [N · m] calculated in the preceding stage are added to obtain the required torque TR [N · m] of the torque motor 19. Is calculated.

In the motor current calculation processing S6, TR = f
Based on the measured values using the inverse model formula of (TA, IM),
Using the required torque TR [N · m] calculated in the preceding stage as a parameter, the required current IM required to generate each required torque
[A] is calculated according to the actual throttle opening TA [°]. In the next current responsiveness compensation process S7, the required current IM [A] calculated in the preceding stage is delayed due to inductance or resistance due to a coil or wiring (wire harness) or the like unique to the torque motor 19, Current (compensation value) [A] calculated in consideration of the estimated current Ia [A], the estimated resistance Rsm [Ω], and the estimated motor temperature Tm [° C], which are calculated in a later stage so as to compensate for the difference, and the original request. Current IM
[A] is added to calculate the output current Io [A].

In the back electromotive voltage calculation process S8, the output current Io [A] calculated in the preceding stage, the estimated motor temperature Tm [° C] calculated in the following stage, and the actual throttle opening TA [°].
The back electromotive force Ve [V] is calculated according to the tentative target throttle opening TTPsm [°]. Further, in the output duty calculation processing S9, the output current Io [A] calculated in the preceding stage is obtained.
Is added to the current value in consideration of the back electromotive voltage Ve [V], and the estimated resistance Rsm [Ω] and the battery voltage VB [V] calculated in the subsequent stage are taken into consideration. A possible output DUTY is calculated. Further, in the motor drive circuit 25, an output current DUTY for outputting to the torque motor 19 is formed based on the output DUTY from the output DUTY calculation processing S9.

Here, the output duty that can be output is, for example, 3 to 90% and 100%. Note that 0
３3%, 90-100%, and 100% or more are DUTY ranges that cannot be output on a circuit. This output DU
TY is output to the motor drive circuit 25 and the output current DUTY
Is formed and output to the torque motor 19 to drive the torque motor 19, so that the actual throttle opening TA detected by the throttle opening sensor 16 is finally adjusted to match the target throttle opening TTP. .

As described above, the output duty calculation processing S9
Therefore, there is an output DUTY that cannot be output due to the operation restriction of the motor drive circuit 25 with respect to the required DUTY. For example, since a DUTY range of 0 to 3% cannot be output, when 0 to 3% is requested, the output DUTY
Is set to 3 [%]. When a DUTY range of 3 to 90 [%] is requested, the output DUTY corresponding to the value is set. Also, since a duty range of 90 to 100% cannot be output, when a duty range of 90 to 100% is required, 90 to 95% is 90%.
[%] And 95 to 100 [%], it is 100 [%]. When the operation result is requested to be 100% or more, the output DUTY becomes 100 because output is impossible.
[%].

As described above, the request DUTY and the output DUTY
Therefore, it is necessary to estimate the actually flowing current based on the output DUTY. Therefore, in the current estimation calculation process S10, the output DUTY calculation process S9
From the output DUTY, the battery voltage VB [V], and the estimated resistance Rsm [Ω] calculated in the subsequent stage.
[A] is calculated.

In the following resistance estimation calculation processing S11, the estimated current Ia [A] from the current estimation calculation processing S10, and the actual current flowing in the torque motor 19 at that time is the actual current IH detected by the hardware circuit in the ECU 20. A smoothing process is performed on the instantaneous true resistance calculated from [A], and the estimated resistance Rsm [Ω] is calculated. Then, in the motor temperature estimation calculation processing S12, the resistance estimation calculation processing S11
Motor temperature Tm based on the estimated resistance Rsm [Ω]
[° C.] is calculated. As a result, a change in motor torque, a change in magnetic flux density, a change in friction torque, and the like due to a change in motor temperature are corrected, and an appropriate output DUTY to be output to the motor drive circuit 25 is obtained.

Next, referring to FIG. 7 which shows a circuit diagram of a motor drive circuit 25 for the torque motor 19 used in the throttle control device according to one embodiment of the present invention, the duty ratio plus / minus the duty ratio. The motor current flowing through the torque motor 19 based on the minus state will be described.

In FIG. 7, the torque motor 19 is rotated forward /
A pair of driving transistors Tr1 and Tr1 are electrically diagonally connected to the torque motor 19 so that the driving transistors Tr1 and Tr1 can be appropriately driven in the reverse direction.
Tr4 is connected, and a pair of driving transistors Tr2, T
r3 is connected to form an H-bridge type motor drive circuit 25. Here, the driving transistors Tr1 and Tr2
The drains D1 and D2 are connected to the power supply 252, and the sources S3 and S4 of the driving transistors Tr3 and Tr4 are connected to the ground 253. The power supply 252 constantly outputs the rated drive voltage of the torque motor 19.

The sources S1 and S2 of the driving transistors Tr1 and Tr2 are connected to the drains D of the driving transistors Tr3 and Tr4 via points P and Q shown in FIG. 7, respectively.
3 and D4 respectively. The torque motor 19 is connected between the point P and the point Q. Further, the gates G1, G2, G3, G4 of the driving transistors Tr1, Tr2, Tr3, Tr4 are connected to a PWM signal generator 251 in the motor driving circuit 25.

The PWM signal for driving the motor is output from the PWM signal generator 251 to the driving transistors Tr1, Tr2, T
The signals are input to the gates G1, G2, G3, G4 of r3 and Tr4. Here, in order to cause the motor current Imo to flow in the normal rotation direction (the direction of the arrow shown in FIG. 7) of the torque motor 19 based on the PWM signal from the PWM signal generator 251, the switching state of the driving transistor Tr1 is turned on (PWM state). The signal is H
Level) and the switching state of the driving transistor Tr3 is kept OFF (the PWM signal is at the L level), and the ON / OFF control may be performed so that the switching states of the driving transistors Tr2 and Tr4 are always different from each other. Then, when the switching state of the driving transistor Tr2 is OFF (the PWM signal is at the L level) and the switching state of the driving transistor Tr4 is ON (the PWM signal is at the H level), the power supply 252 supplies the torque motor 19
Is supplied with power corresponding to the duty ratio at that time. At this time, the duty ratio is in a plus state.

On the other hand, the PWM signal from PWM signal generator 251
To make the motor current Imo flow in the reverse direction of the torque motor 19 by the M signal, the switching state of the driving transistor Tr2 is turned on (the PWM signal is at the H level), and the switching state of the driving transistor Tr4 is turned off (the PWM signal is turned off). Is kept at L level), the ON / OFF control may be performed so that the switching states of the driving transistors Tr1 and Tr3 are always different from each other. Then, the switching state of the driving transistor Tr1 is turned off (P
When the WM signal is at the L level and the switching state of the driving transistor Tr3 is ON (the PWM signal is at the H level), power corresponding to the duty ratio at that time is supplied from the power supply 252 to the torque motor 19. At this time, the duty ratio is in a minus state. In this manner, the torque motor 19 is duty-controlled in the plus / minus direction and driven in the forward / reverse direction.

Next, E used in the throttle control device for the internal combustion engine according to one embodiment of the embodiment of the present invention.
A description will be given based on a flowchart of FIG. 8 showing a processing procedure of current direction inversion control for the motor current Imo flowing to the torque motor 19 in the CPU 21 in the CU 20. The current direction reversal control routine is repeatedly executed by the CPU 21 in the ECU 20 every predetermined time, for example, every 2 ms.

In FIG. 8, first, in step S101,
Then, the actual current IH flowing to the torque motor 19 is read. Next, the routine proceeds to step S102, where a control request current IR corresponding to the output DUTY formed in the output DUTY calculation processing S9 required for the torque motor 19 is read. Next, the process proceeds to step S103, and it is determined whether the flow directions of the actual current IH and the control request current IR are opposite. When the determination condition of step S103 is satisfied, that is, when the flow directions of the actual current IH and the control request current IR are opposite, the process proceeds to step S104, and all the H bridges are opened, that is, the H bridge shown in FIG. The switching states of the driving transistors Tr1, Tr2, Tr3, and Tr4 that are configured are all in the OFF state (the PWM signal is at the L level).
And this routine ends. On the other hand, step S103
Is not satisfied, that is, if the flow directions of the actual current IH and the control request current IR are the same, step S
Step 4 is skipped and this routine ends.

Next, FIG. 9 shows a transition state of the motor current Imo corresponding to a change in the throttle opening by the throttle control device for the internal combustion engine according to one embodiment of the present invention.
This will be described with reference to the time chart of FIG. In FIG. 9, as an example, first, the target throttle opening degree TTP is initially set.
[°] is on the closed side from the above-mentioned intermediate stopper position, and shows a case where it changes to the open side beyond the intermediate stopper position.

In FIG. 9, the target throttle opening TTP
As shown by the alternate long and short dash line, [°] is changed to the open side beyond the intermediate stopper position at time t1. Then, the transition is made so that the actual throttle opening TA [°] matches the target throttle opening TTP [°] as shown by the solid line. The operation of the torque motor 19 corresponding to such a transition state of the actual throttle opening TA [°] is an acceleration state in the first half and a deceleration state in the second half.

Here, the motor current Imo [A] flowing through the torque motor 19 is negative (-) when the throttle opening is closer to the intermediate stopper position and positive when the throttle opening is more open than the intermediate stopper position. +) Side. Therefore, the motor current Imo [A] is changed in the plus direction on the minus side from time t1 to time t2.
Then, the motor current Imo [A] is greatly changed from the minus side to the plus side at time t2 when the motor current exceeds the intermediate stopper position.

When the current direction of the motor current Imo [A] is changed in this manner, in the conventional control, as shown by a broken line in FIG. Is gradually transitioned to. On the other hand, in the present control, the H-bridges are all opened once at time t2 based on the above-described current direction reversal control routine of FIG. 8, and therefore, as shown by the solid line in FIG.
mo immediately becomes 0 [A], and then increases (acceleration state) and decreases (deceleration state) according to the inductance characteristics of the motor circuit to reach a predetermined current value (see time t3 in FIG. 9).

Therefore, according to the present control, the output state of the motor current Imo [A] required especially when the throttle opening is to be changed beyond the intermediate stopper position is accelerated, and the actual throttle opening TA [°] matches the target throttle opening TTP [°] earlier than the conventional control (the actual throttle opening TA by the main control shown by the solid line in FIG. 9 and the broken line in FIG. 9). The actual throttle opening TA by the conventional control shown in FIG. Further, by setting the estimated current Ia [A] by the above-described current estimation calculation processing of FIG. 6 to 0 [A] at the time t2 shown in FIG. 9, the estimation error in the transient state can be reduced.

As described above, the throttle control device for an internal combustion engine according to the present embodiment is electrically diagonally connected to the torque motor 19 as an actuator for controlling the operation state of the internal combustion engine 1 based on various sensor signals. , Torque motor 1
An H-bridge type motor drive circuit 25 having drive transistors Tr1, Tr2, Tr3, and Tr4 as two pairs of switching elements for driving the motor 9 in the forward / reverse direction, and the actual current flowing through the torque motor 19 as an actual current An actual current detecting means, which is achieved by a CPU 21 in the ECU 20 for detecting an IH value, and a control request current calculating means, which is achieved by the CPU 21 in the ECU 20 for calculating a control required current IR required for driving the torque motor 19. When the current directions of the actual current IH value and the control request current IR value are opposite, all the driving transistors T
r1, Tr2, Tr3 and Tr4 are temporarily switched to the OFF state.
After the F state is disconnected, the driving transistors Tr1,
And a current direction switching means achieved by the CPU 21 in the ECU 20 for switching the connection state of Tr2, Tr3 and Tr4.

That is, when the direction of the control request current IR is opposite to the direction of the actual current IH flowing through the torque motor 19, all the driving transistors Tr1 in the H-bridge type motor driving circuit 25 are turned off. , Tr
2, Tr3 and Tr4 are temporarily turned off. As a result, the motor current Imo flowing through the torque motor 19 immediately becomes 0 [A]. Thereafter, the driving transistors Tr1, Tr2, Tr are set so as to match the current direction of the control request current IR value.
3, the connection state of Tr4 is switched and the current direction is reversed,
The current is controlled so that the current flowing through the torque motor 19 becomes the control request current IR value. For this reason, the torque motor 19
In this case, the response delay due to the influence of the back electromotive force of the motor circuit is improved, and the tracking stability is improved.

In the above embodiment, the actual current flowing through the torque motor 19 is detected as the actual current IH value. However, the present invention is not limited to this. The value of the actual current flowing through 19 or the direction of the actual current may be estimated.

In the above embodiment, the driving transistor Tr as a switching element forming the H-bridge is used.
The switching state of 1, Tr2, Tr3, Tr4 is determined by the repetition processing time of the current direction reversal control routine of FIG.
[Ms], all of them are turned off. However, the present invention is not limited to this, and all H-bridges are opened for a predetermined period set in advance. Is also good. Accordingly, the torque motor 19 can be adapted to an actual motor drive circuit 25 including a coil, a wire harness, a transistor, and the like, and a response delay of the torque motor 19 is improved, and tracking stability is improved.

[Brief description of the drawings]

FIG. 1 is a schematic configuration showing a specific example of an internal combustion engine throttle control device to which an internal combustion engine actuator control device according to one embodiment of the present invention is applied, and its peripheral devices; FIG.

FIG. 2 is a schematic diagram showing a main configuration of a throttle control device for an internal combustion engine according to an example of an embodiment of the present invention.

FIG. 3 is a perspective view showing a main configuration of a throttle control device for an internal combustion engine according to an example of the embodiment of the present invention.

FIG. 4 is a cross-sectional view showing a configuration of a torque motor connected to a rotary shaft of a throttle valve used in a throttle control device for an internal combustion engine according to one embodiment of the present invention. .

FIG. 5 is an arrow view of the torque motor of FIG. 4 with the cover removed and viewed from the direction A.

FIG. 6 is an EC used in a throttle control device for an internal combustion engine according to an embodiment of the present invention.
FIG. 9 is a block diagram showing a processing procedure of throttle control in a CPU in U.

FIG. 7 is a circuit diagram showing a motor drive circuit for a torque motor used in a throttle control device for an internal combustion engine according to one embodiment of the present invention.

FIG. 8 is an EC used in a throttle control device for an internal combustion engine according to an embodiment of the present invention.
9 is a flowchart showing a processing procedure of a current direction inversion control of a motor current in a CPU in U.

FIG. 9 is a time chart showing a transition state of a motor current corresponding to a throttle opening change by a throttle control device for an internal combustion engine according to one example of an embodiment of the present invention.

[Explanation of symbols]

 Reference Signs List 1 internal combustion engine 5 throttle valve 16 throttle opening sensor 18 accelerator opening sensor 19 torque motor (actuator) 20 ECU (electronic control unit)

 ──────────────────────────────────────────────────続 き Continued on the front page F term (reference) 3G065 AA06 CA00 DA05 DA15 FA12 GA05 GA10 GA41 GA46 HA22 JA04 JA09 KA02 3G301 HA08 JA11 LA01 LB02 LC03 MA12 ND02 ND41 PA01Z PA11A PE01Z PF03Z PG02Z

Claims (3)

[Claims] 1. An H having two pairs of switching elements electrically connected diagonally to an actuator for controlling the operating state of an internal combustion engine based on various sensor signals and driving the actuator in forward / reverse rotation directions. A bridge-type actuator drive circuit, an actual current value that is an actual current value flowing through the actuator or an actual current detection unit that detects a direction of the actual current, and a control request current value or a request current required for driving the actuator. Control request current calculation means for calculating a direction, and when the current directions of the actual current value and the control request current value are opposite, all the switching elements in the actuator drive circuit are once in a disconnected state. Then, the connection state of the switching element is switched so that the current direction to the actuator is reversed. An actuator control device for an internal combustion engine, comprising: current direction switching means. 2. The actuator control device for an internal combustion engine according to claim 1, wherein the actual current detection means estimates an actual current value or a direction of the actual current flowing through the actuator. 3. The apparatus according to claim 1, wherein the current direction switching unit sets a non-connection state of all the switching elements in the actuator drive circuit when the current direction to the actuator is reversed to a predetermined period.
An actuator control device for an internal combustion engine according to claim 2.