JP5530340B2 - Engine control device - Google Patents

Description

  The present invention relates to an engine control device, and more particularly to an engine control device having an electronic control throttle.

  In recent years, in a moving body such as a vehicle, in order to realize a throttle opening characteristic with a high degree of freedom according to the operation of an accelerator operation member while avoiding a complicated mechanical configuration, the throttle valve is electrically driven. Electronically controlled throttles driven by motors have been employed.

  When electronically controlled throttles are used in this way, a limp home whose throttle valve opening can be mechanically operated so that it can fail-safely run in service factories even if the drive motor or the like fails. A control mechanism is generally employed.

  Under such circumstances, Patent Document 1 relates to a throttle valve control device. When the electric motor 36 or the like fails during operation of the engine, the first and second opening springs 12 and 13 are not activated by their urging force. The throttle valve 3 is rotated in the opening direction while the electric motor 36 in a loaded state is idling, and the stopper pawl 27 of the throttle lever 10 contacts the stopper receiving surface 26 of the accelerator drum 19, so that the throttle valve 3 is fast idle. A configuration is disclosed in which the intake air amount of an engine that is held at a limp opening θ that is larger than the opening and that enables limp traveling of the vehicle is ensured.

  Patent Document 2 relates to an engine control device, and when an abnormality occurs in the throttle opening control system, fail-safe processing is executed to stop energization of the electric motor 6 and the interlocking member 9 opens the throttle. While the degree regulating member 13 is contacted and the movement of the throttle valve 2 in the valve opening direction by the spring 10 is restricted, the engine output torque is reduced by reducing the fuel injection amount of the engine or retarding the ignition timing. The structure which suppresses that an engine speed increases unnecessarily by valve opening operation | movement until the interlocking member 9 contacts the throttle opening restriction member 13 is disclosed.

JP 2005-98178 A JP-A-8-270488

  However, according to the study of the present inventor, in the configuration of Patent Document 1, when the electric motor 36 or the like fails during operation of the engine, the stopper pawl 27 of the throttle lever 10 is stopped by the stopper of the accelerator drum 19. Since the throttle valve 3 is rotated in the opening direction until it comes into contact with the surface 26, there is a corresponding tendency that the intake amount of the engine increases and the engine speed increases. If the engine speed increases in this way, there may be a case where the driver feels uncomfortable such as the vehicle feeling unnecessarily accelerating, and there is room for improvement.

Further, in the configuration of Patent Document 2, when an abnormality occurs in the throttle opening control system, the engine speed increases due to the valve opening operation until the interlocking member 9 contacts the throttle opening restriction member 13. In order to prevent the driver from feeling uncomfortable such as the vehicle trying to accelerate unnecessarily, the engine output torque can be reduced by reducing the fuel injection amount of the engine or retarding the ignition timing. Adopted a configuration to reduce. In this way, simply reducing the fuel injection amount of the engine or retarding the ignition timing may cause the vehicle's acceleration behavior to become unnatural and cause discomfort, leaving room for improvement. is there.

  Here, according to a further study by the present inventor, in an engine control device that employs an electronically controlled throttle, a configuration in which the throttle valve is once rotated in the valve opening direction when a failure occurs in the related control system or the like. In the case of preparation, not only the engine fuel injection amount is reduced or the ignition timing is retarded to suppress the engine output torque, but the engine ignition timing after the failure is gradually increased over the predetermined time to target ignition. It has been found that convergence at the time is effective in reliably reducing the driver's uncomfortable feeling in the acceleration behavior of the vehicle.

  For example, in an engine control device that employs an electronically controlled throttle, if the vehicle is running when a failure occurs in the related control system, the accelerator operation member is operated in the opening direction, and the engine target ignition timing is Typically, there is a case where the engine ignition timing may change in the advance direction. Converging the engine ignition timing to the target ignition timing in stages over a predetermined time may cause the driver to feel uncomfortable in the acceleration behavior of the vehicle. It is effective to reduce surely.

  In other words, when shifting to limp home control, performing convergence control that converges the ignition timing of the engine to the target ignition timing step by step over a predetermined time may cause the driver to feel uncomfortable in the acceleration behavior of the vehicle. Can be reliably reduced. Furthermore, for example, when the throttle opening sensor is malfunctioning, the throttle valve opening cannot be detected when the accelerator operating member is operated in the opening direction after shifting to limp home control. In consideration of the possibility of an event that makes it impossible to control the engine, even after shifting to limp home control, apply the convergence period when shifting to limp home control, and similarly target the ignition timing of the engine. It is necessary to converge the ignition timing to the target ignition timing step by step over a predetermined time.

  However, according to a further study by the present inventor, even after shifting to limp home control, the convergence period when shifting to limp home control is applied, and the engine ignition timing is set to the target ignition timing over a predetermined time. Therefore, if the convergence period is too long and it takes too long for the ignition timing to converge to the target ignition timing, the time that the ignition timing is retarded increases, so the exhaust temperature rises unnecessarily. This may cause a tendency to deteriorate the exhaust valve and the catalyst in the exhaust system. On the other hand, if the ignition timing is simply advanced so as not to unnecessarily raise the exhaust gas temperature, it may be possible to experience a sense of discomfort such as an unnecessary acceleration feeling in the vehicle.

  Therefore, in an engine control device that employs an electronically controlled throttle, when the related control system has a configuration in which the throttle valve is once rotated in the valve opening direction, the drivability when shifting to limp home control In addition to improving the above, there is a demand for realization of a new configuration capable of improving the drivability while suppressing the rise of the exhaust temperature even after the transition to the limp home control.

  The present invention has been made through the above studies, and both improvement in drivability and suppression of an increase in exhaust temperature are achieved at the time of limp home control transition and ignition control after transition to limp home control. An object is to provide a possible engine control device.

In order to achieve the above object, the present invention provides a throttle valve driving motor capable of adjusting the opening of a throttle valve of an engine, an interlocking member for fixing the throttle valve, an accelerator operating member connected to an accelerator operating member. The throttle valve is moved to a position corresponding to the operation amount of the throttle valve, and the throttle valve drive motor is brought into contact with the interlocking member in a state where the drive of the throttle valve drive motor is stopped to the opening corresponding to the operation amount of the accelerator operation member. A throttle opening restricting member that can be freely adjusted, and an engine control device applied to an engine, wherein the throttle valve driving motor that adjusts the opening of the throttle valve is driven and controlled to control the throttle valve A throttle opening control unit for controlling the opening to an opening corresponding to the operation amount of the accelerator operating member; A failure determination unit that detects a failure that has occurred in a component related to drive control of the valve drive motor, and a post-failure ignition control unit that performs ignition control of the engine after the failure is detected by the failure determination unit; The post-failure ignition control unit includes an ignition timing convergence control unit that converges the engine ignition timing to a target ignition timing over a predetermined convergence time, and the ignition timing convergence control unit The first convergence time until the control is completed is different from the first convergence time until the convergence control executed after the first time after the first convergence control is completed. Let it be a situation.

  Moreover, in addition to this 1st aspect, this invention makes it the 2nd aspect that the said ignition timing convergence control part sets the said post-initial convergence time shorter than the said initial convergence time.

  Further, according to the present invention, in addition to the second aspect, the ignition timing convergence control unit sets a convergence period in the convergence control after the first time shorter than a convergence period in the first convergence control, and A third aspect is to set the advance amount of the ignition timing of the engine in the later convergence control to be larger than the advance amount of the ignition timing of the engine in the first convergence control.

  Further, according to the present invention, in addition to any of the first to third aspects, the ignition timing convergence control unit starts the convergence control after the first time when the opening operation of the accelerator operation member is detected. This is the fourth aspect.

  According to the engine control apparatus in the first aspect of the present invention, the ignition convergence time after the transition to the limp home control is different from the ignition convergence time after the transition to the limp home control. In the control, it is possible to achieve both while improving the drivability and suppressing the rise of the exhaust temperature.

  Further, according to the engine control apparatus of the second aspect of the present invention, by setting the post-initial convergence time shorter than the initial convergence time, drivability can be improved during the transition to the limp home control, and the limp home control is performed. After the transition, an increase in exhaust temperature can be suppressed.

  According to the engine control apparatus of the third aspect of the present invention, the convergence period in the first convergence control is set shorter than the convergence period in the first convergence control, and the ignition timing of the engine in the first convergence control is set. By setting the advance increase amount of the engine to be larger than the advance increase amount of the ignition timing of the engine in the initial convergence control, the drivability can be improved more reliably during the transition to the limp home control, and after the transition to the limp home control, An increase in exhaust temperature can be more reliably suppressed.

  Further, according to the engine control apparatus of the fourth aspect of the present invention, the failure condition in which the throttle valve cannot be accurately controlled by starting the convergence control after the first time at the timing when the opening operation of the accelerator operation member is detected. Even so, ignition control after failure can be performed accurately.

FIG. 1 is a block diagram showing a configuration of an engine control apparatus according to an embodiment of the present invention. FIG. 2 is a schematic diagram showing the configuration of the throttle valve in the present embodiment. FIG. 3A is a flowchart showing a flow of limp ignition control processing in the present embodiment, and FIG. 3B is a flowchart showing a flow of accelerator opening operation determination processing in the present embodiment. FIG. 4 is a flowchart showing the flow of limp ignition position calculation / convergence control processing in the present embodiment. FIG. 5 is a timing chart for explaining limp ignition position calculation / convergence control processing in the present embodiment.

  Hereinafter, an engine control apparatus according to an embodiment of the present invention will be described in detail with reference to the drawings as appropriate.

[Configuration of engine control unit]
First, with reference to FIG.1 and FIG.2, the structure of the engine control apparatus in embodiment of this invention is demonstrated in detail.

  FIG. 1 is a block diagram showing the configuration of the engine control apparatus in the present embodiment. FIG. 2 is a schematic diagram showing the configuration of the throttle valve in the present embodiment.

  As shown in FIG. 1, the engine control apparatus 1 in the present embodiment is typically applied to an engine mounted on a vehicle not shown, and includes an engine control unit 2 and a throttle valve controller 3. An accelerator opening sensor SE1, a throttle opening sensor SE2, an intake pressure sensor SE3, a crank angle sensor SE4, and an ignition coil C are electrically connected to the engine control unit 2, respectively. The throttle valve controller 3 is electrically connected to a hall sensor SE5 and a throttle valve drive motor M. The throttle valve controller 3 is not limited to a configuration that is separated from the engine control unit 2 as a separate unit. The throttle valve controller 3 is integrated and integrated in the same package together with the engine control unit 2. It may be.

  The engine control unit 2 is a control device that controls the operation of the engine, and includes an accelerator opening detector 11, a throttle opening detector 12, an intake pressure detector 13, an engine speed calculator 14, and an accelerator opening calculator 15. , A throttle opening calculation unit 16, an intake pressure calculation unit 17, an engine operating state transmission unit 18, a driver failure information reception unit 19, a failure determination unit 20, and an ignition control unit 21.

  The accelerator opening detector 11 detects the opening (operation amount) of the accelerator operation member 103 shown in FIG. 2 based on the input electric signal from the accelerator opening sensor SE1, and the electric signal indicating the detected opening. Is output to the accelerator opening calculation unit 15, the engine operating state transmission unit 18, the failure determination unit 20, and the ignition control unit 21. Examples of the accelerator operation member 103 include an accelerator grip in a two-wheel vehicle, an accelerator pedal in a four-wheel vehicle, an accelerator lever in a general-purpose vehicle, and the like. The throttle opening degree detection unit 12 detects the opening degree of the throttle valve V shown in FIG. 2 based on the electric signal input from the throttle opening degree sensor SE2, and calculates the throttle opening degree based on the detected electric signal. Unit 16, engine operating state transmission unit 18, failure determination unit 20, and ignition control unit 21.

The intake pressure detection unit 13 detects the intake pressure of the engine of the vehicle based on the input electric signal from the intake pressure sensor SE3, and uses the electric signal indicating the detected intake pressure as the intake pressure calculation unit 17 and the engine operating state transmission unit. 18, output to the failure determination unit 20 and the ignition control unit 21. The engine speed calculator 14 calculates the engine speed based on the electric signal input from the crank angle sensor SE4, and sends the electric signal indicating the calculated engine speed to the engine operating state transmitter 18 and the ignition controller 21. Output. The accelerator opening calculation unit 15 calculates the opening of the accelerator operation member 103 based on the input electric signal from the accelerator opening detection unit 11. The throttle opening calculation unit 16 calculates the opening of the throttle valve V based on the input electric signal from the throttle opening detection unit 12. The intake pressure calculation unit 17 calculates the intake pressure of the engine based on the input electric signal from the intake pressure detection unit 13.

  The engine operating state transmitting unit 18 is an electric indicating an engine operating state based on input electric signals from the accelerator opening detecting unit 11, the throttle opening detecting unit 12, the intake pressure detecting unit 13, and the engine speed calculating unit 14. A signal is generated, and the generated electric signal is transmitted to the throttle valve controller 3. The engine operating state transmitting unit 18 may include an electric signal indicating the engine temperature detected by a water temperature sensor (not shown) in an electric signal indicating the operating state of the engine and transmit the electric signal to the throttle valve controller 3. The driver failure information receiving unit 19 receives an electrical signal transmitted from the throttle valve controller 3 and indicating the occurrence of a failure of the throttle valve drive motor M, and outputs the received electrical signal to the failure determining unit 20.

  The failure determination unit 20 determines the occurrence of a failure in a component related to the drive control of the throttle valve drive motor M. Typically, the failure determination unit 20 typically includes an accelerator opening detection unit 11, a throttle opening detection unit 12, Based on the electric signals input from the air pressure detection unit 13 and the driver failure information reception unit 19, a failure of any one of the throttle valve drive motor M, the accelerator opening sensor SE1, and the throttle opening sensor SE2 is detected. An electric signal indicating the failure is output to the ignition control unit 21. Of course, the failure determination unit 20 determines the occurrence of a failure of a component related to the control of the throttle valve drive motor M. Therefore, based on the input electric signal from the driver failure information reception unit 19, the throttle valve controller 3 may be detected, or when it is determined that communication between the engine control unit 2 and the throttle valve controller 3 is interrupted, the communication line between them is disconnected. May be detected.

  The ignition control unit 21 is a control device that controls the ignition timing for igniting the air-fuel mixture in the combustion chamber of the engine via the ignition coil C and an ignition plug (not shown), and includes an accelerator operation determination unit 22 and a normal ignition control unit 23. The engine torque suppression control unit 24 after failure, the ignition control unit 25 after failure, and the ignition control execution unit 26 are provided.

  The accelerator operation determination unit 22 detects the operation state of the accelerator operation member 103 based on the input electric signal from the accelerator opening detection unit 11. The normal ignition control unit 23 generates a control signal for controlling the ignition timing of the engine at the normal time, and outputs the generated control signal to the ignition control execution unit 26.

The post-failure engine torque suppression control unit 24 stops the driving of the throttle valve drive motor M when an electrical signal indicating a failure is input from the failure determination unit 20, and the throttle opening shown in FIG. A control signal for retarding the ignition timing and fuel injection of the engine so as to suppress an unnecessary increase in engine torque accompanying the opening operation of the throttle valve V that occurs until the interlocking member 100 comes into contact with the regulating member 102 A control signal for reducing the amount is generated, and the generated control signal is output to the ignition control execution unit 26. In addition, the post-failure engine torque suppression control unit 24 is effective to suppress an unnecessary increase in engine torque in such a case, but is essential in the limp ignition control processing of the present embodiment described later in detail. It is not a component. However, in the present embodiment, description will be made assuming that the engine torque suppression control unit 24 after failure has a configuration for retarding the ignition timing of the engine.

  The post-failure ignition control unit 25 includes a limp ignition position calculation unit 27 and an ignition timing convergence control unit 28. The limp ignition position calculation unit 27 calculates a target ignition timing (limp ignition position) when shifting to the limp home control mode and after shifting to the limp home control mode, and ignites an electric signal indicating the calculated limp ignition position This is output to the timing convergence control unit 28. The ignition timing convergence control unit 28 has a cycle counter 29 for counting the time (cycle) for updating the ignition timing. The ignition timing convergence control unit 28 generates a control signal for performing ignition timing convergence control with respect to the limp ignition position based on the count value of the cycle counter 29, and outputs the generated control signal to the ignition control execution unit 26. . The ignition control execution unit 26 ignites the engine via the ignition coil C and the ignition plug based on input control signals from the normal ignition control unit 23, the post-failure engine torque suppression control unit 24, and the post-failure ignition control unit 25. It controls the operation.

  The throttle valve controller 3 controls the operation of a throttle valve drive motor M that drives the throttle valve V. The throttle valve controller 3 includes a hall sensor detection unit 31, an engine operating state reception unit 32, a throttle opening control unit 33, a failure determination unit 34, and a driver failure information transmission unit 35.

  The hall sensor detection unit 31 detects the rotational position of the throttle valve drive motor M based on the input signal from the hall sensor SE5, and sends an electric signal indicating the detected rotational position to the throttle opening control unit 33 and the failure determination unit 34. Is output. The engine operating state receiving unit 32 receives an electric signal indicating the operating state of the engine transmitted from the engine operating state transmitting unit 18 and outputs the received electric signal to the throttle opening degree control unit 33.

  Although not shown, the throttle valve controller 3 determines the opening degree of the accelerator operation member 103 and the opening degree of the throttle valve V based on the electric signal indicating the operating state of the engine received by the engine operating state receiving unit 32. An accelerator opening calculating unit and a throttle opening calculating unit for calculating the throttle opening and the throttle opening calculating unit 103 and the throttle valve V are respectively input to the throttle opening control unit 33 as electric signals. . Of course, the accelerator opening calculation unit and the throttle opening calculation unit in the throttle valve controller 3 are omitted, and the opening of the accelerator operation member 103 calculated by the accelerator opening calculation unit 15 and the throttle opening calculation unit 16 in the engine control unit 2 is omitted. The throttle opening degree and the opening degree of the throttle valve V can also be used in the throttle opening degree control unit 33.

  The throttle opening control unit 33 controls the rotation operation of the throttle valve drive motor M based on input electrical signals from the hall sensor detection unit 31, the engine operating state reception unit 32, the accelerator opening calculation unit, and the throttle opening calculation unit. The control signal to be generated is generated, and the generated control signal is output to the throttle drive motor M to control the rotation operation of the throttle drive motor M. The failure determination unit 34 detects a failure of the throttle valve drive motor M based on the electric signal input from the hall sensor detection unit 31, and outputs an electric signal indicating the occurrence of the failure to the driver failure information transmission unit 35. is there. The driver failure information transmission unit 35 transmits an input electrical signal from the failure determination unit 34 to the driver failure information reception unit 19. The failure determination unit 34 may determine a failure of the throttle opening control unit 33 and the like of the throttle valve controller 3.

Here, as shown in FIG. 2, the throttle valve V is disposed in an intake passage of an engine (not shown) and fixed to the interlocking member 100, and at the normal time shown in FIG. When M drives the interlocking member 100, the opening degree is controlled.
Specifically, the interlocking member 100 is urged by the spring member 101 a in the direction of arrow A in which the throttle valve V is opened. Normally, the throttle valve drive motor M is based on the operation amount of the accelerator operation member 103. The opening of the throttle valve V is controlled by controlling the rotation of the interlocking member 100 biased in the opening direction in the opening direction. Further, a throttle opening restriction member 102 is provided in the vicinity of the interlocking member 100 so as to be separated by a predetermined interval Δd.

  Further, the throttle opening restriction member 102 is urged by the spring member 101b in the arrow B direction in which the throttle valve V is closed. Specifically, the throttle opening restriction member 102 is mechanically connected to the accelerator operation member 103, and in a normal state shown in FIG. 2A, the throttle operation member 102 is separated from the interlocking member 100 by a predetermined interval Δd. It moves to a position corresponding to the operation amount 103. On the other hand, when the abnormality shown in FIG. 2 (b) occurs, limp home control is executed, so that the drive of the throttle valve drive motor M is stopped and the drive force is lost and the engine is rotated idly. It contacts the degree regulating member 102. As a result, the throttle opening degree regulating member 102 mechanically controls the opening degree of the throttle valve V according to the operation amount of the accelerator operation member 103.

[Limp ignition control processing]
The engine control apparatus 1 having the above configuration improves the drivability and raises the exhaust temperature by executing the limp ignition control process described below at the time of limp home control transition and after the limp home control transition. It is intended to achieve both of the suppression. Hereinafter, the operation of the engine control device 1 when executing the limp ignition control process will be described in detail with reference to the flowchart shown in FIG.

  FIG. 3A is a flowchart showing the flow of limp ignition control processing in the present embodiment.

  The limp ignition control process shown in FIG. 3A is the timing at which an electric signal indicating that a failure has occurred in the ignition control unit 21 from the failure determination unit 20, that is, for example, the throttle valve drive motor M, the accelerator opening sensor. The process starts at the timing when any one of the failure of SE1 and throttle opening sensor SE2 is detected, and the limp ignition control process proceeds to step S1. Further, the limp ignition control process is repeatedly executed every predetermined control cycle.

  In the process of step S1, the accelerator operation determination unit 22 determines whether or not the operation state of the accelerator operation member 103 is an open state. Then, when the operation state of the accelerator operation member 103 is the open state, the accelerator operation determination unit sets the value of the accelerator opening operation flag indicating that the operation state of the accelerator operation member 103 is the open state to 1. . On the other hand, when the operation state of the accelerator operation member 103 is the closed state, the accelerator operation determination unit 22 sets the value of the accelerator operation flag to 0. Details of this series of processing will be described later with reference to the flowchart shown in FIG. 3B as accelerator opening operation determination processing. Thereby, the process of step S1 is completed and the limp ignition control process proceeds to the process of step S2.

In the process of step S2, the post-failure ignition control unit 25 calculates a target ignition timing (limp ignition position), and outputs a control signal for igniting with the ignition timing that converges to the calculated limp ignition position over a predetermined time. Output to the ignition control execution unit 26 (limp ignition position calculation / convergence control process). Details of the limp ignition position calculation / convergence control process will be described later with reference to FIGS. At the same time, when the limp home control is shifted, the engine torque associated with the opening operation of the throttle valve V until the post-failure engine torque suppression control unit 24 comes into contact with the throttle opening restriction member 102 and the interlocking member 100 contacts. In order to suppress this increase, a control signal indicating the ignition timing delayed by a predetermined amount from the target ignition timing is output to the ignition control execution unit 26. Thereby, the process of step S2 is completed, and the limp ignition control process proceeds to the process of step S3.

  In the process of step S3, the ignition control execution unit 26 switches the ignition coil C and the spark plug in accordance with the control signal output from the post-failure ignition control unit 25 and preferably the control signal output from the post-failure engine torque suppression control unit 24. The ignition operation of the engine is controlled. Thereby, the process of step S3 is completed, and this series of limp ignition control processes ends.

[Accelerator opening operation determination process]
Next, the operation of the engine control apparatus 1 when executing the accelerator opening operation determination process will be described with reference to the flowchart shown in FIG.

  FIG. 3B is a flowchart showing a flow of accelerator opening operation determination processing in the present embodiment. The accelerator opening operation determination process shown in the flowchart of FIG. 3B is the limp ignition shown in FIG. 3A at the timing when an electrical signal indicating that a failure has occurred is input from the failure determination unit 20 to the ignition control unit 21. When the control process is started, the process is started, and the accelerator opening operation determination process proceeds to step S11.

  In the process of step S11, the accelerator operation determination unit 22 determines whether or not the accelerator opening sensor SE1 has failed based on the input electrical signal from the accelerator opening detection unit 11. As a result of the determination, if the accelerator opening sensor SE1 has not failed, the accelerator operation determination unit 22 advances the accelerator opening operation determination process to the process of step S11. On the other hand, when the accelerator opening sensor SE1 is out of order, the accelerator operation determination unit 22 advances the accelerator opening operation determination process to the process of step S15.

  In the process of step S12, the accelerator operation determination unit 22 determines whether or not the accelerator opening is greater than or equal to a predetermined accelerator opening based on the input electrical signal from the accelerator opening detection unit 11. If the accelerator opening is equal to or greater than the predetermined accelerator opening as a result of the determination, the accelerator operation determining unit 22 advances the accelerator opening operation determining process to the process of step S13. On the other hand, when the accelerator opening is less than the predetermined accelerator opening, the accelerator operation determination unit 22 advances the accelerator opening operation determination process to the process of step S14.

  In the process of step S13, the accelerator operation determination unit 22 determines that the operation state of the accelerator operation member 103 is an open state, and sets the value of the accelerator open operation flag to 1. Thereby, the process of step S13 is completed and a series of accelerator opening operation judgment processes are complete | finished.

  In step S14, the accelerator operation determination unit 22 determines that the operation state of the accelerator operation member 103 is closed, and sets the value of the accelerator opening operation flag to 0. Thereby, the process of step S14 is completed and a series of accelerator opening operation judgment processes are complete | finished.

  In the process of step S15, the accelerator operation determination unit 22 determines whether or not the throttle opening sensor SE2 has failed based on the electric signal input from the throttle opening detection unit 12. As a result of the determination, if the throttle opening sensor SE2 has not failed, the accelerator operation determination unit 22 advances the accelerator opening operation determination process to the process of step S16. On the other hand, when the throttle opening sensor SE2 is out of order, the accelerator operation determination unit 22 advances the accelerator opening operation determination process to the process of step S19.

In the process of step S16, the accelerator operation determination unit 22 determines whether or not the throttle opening is equal to or greater than a predetermined throttle opening based on the input electric signal from the throttle opening detection unit 12. If the throttle opening is greater than or equal to the predetermined throttle opening as a result of the determination, the accelerator operation determination unit 22 advances the accelerator opening operation determination process to the process of step S17. On the other hand, when the throttle opening is less than the predetermined throttle opening, the accelerator operation determination unit 22 advances the accelerator opening operation determination process to the process of step S18.

  In the process of step S17, the accelerator operation determination unit 22 determines that the operation state of the accelerator operation member 103 is an open state, and sets the value of the accelerator open operation flag to 1. Thereby, the process of step S17 is completed and a series of accelerator opening operation judgment processes are complete | finished.

  In the process of step S18, the accelerator operation determination unit 22 determines that the operation state of the accelerator operation member 103 is a closed state, and sets the value of the accelerator opening operation flag to 0. Thereby, the process of step S18 is completed and a series of accelerator opening operation judgment processes are complete | finished.

  In the process of step S19, the accelerator operation determination unit 22 determines whether or not the intake pressure sensor SE3 has failed based on the input electric signal from the intake pressure detection unit 13. As a result of the determination, if the intake pressure sensor SE3 has failed, the accelerator operation determination unit 22 advances the accelerator opening operation determination process to the process of step S20. On the other hand, when the intake pressure sensor SE3 has not failed, the accelerator operation determination unit 22 advances the accelerator opening operation determination process to the process of step S21.

  In the process of step S20, the accelerator operation determination unit 22 determines that the operation state of the accelerator operation member 103 is an open state, and sets the value of the accelerator open operation flag to 1. Thereby, the process of step S20 is completed and a series of accelerator opening operation judgment processes are complete | finished.

  In the process of step S21, the accelerator operation determination unit 22 determines whether or not the intake pressure is equal to or higher than a predetermined intake pressure based on the input electric signal from the intake pressure detection unit 13. As a result of the determination, if the intake pressure is greater than or equal to the predetermined intake pressure, the accelerator operation determination unit 22 advances the accelerator opening operation determination process to the process of step S22. On the other hand, when the intake pressure is less than the predetermined intake pressure, the accelerator operation determination unit 22 advances the accelerator opening operation determination process to the process of step S23.

  In the process of step S22, the accelerator operation determination unit 22 determines that the operation state of the accelerator operation member 103 is an open state, and sets the value of the accelerator open operation flag to 1. Thereby, the process of step S22 is completed and a series of accelerator opening operation judgment processes are complete | finished.

  In the process of step S23, the accelerator operation determination unit 22 determines that the operation state of the accelerator operation member 103 is a closed state, and sets the value of the accelerator opening operation flag to 0. Thereby, the process of step S23 is completed and a series of accelerator opening operation judgment processes are complete | finished.

[Limp ignition position calculation / convergence control processing]
Next, the operation of the engine control device 1 when executing the limp ignition position calculation / convergence control process will be described with reference to FIGS. 4 and 5 as well.

  FIG. 4 is a flowchart showing the flow of limp ignition position calculation / convergence control processing in the present embodiment. FIG. 5 is a timing chart for explaining limp ignition position calculation / convergence control processing in the present embodiment.

  The limp ignition position calculation / convergence control process shown in the flowchart of FIG. 4 starts at the timing when the accelerator opening operation determination process ends, and the limp ignition position calculation / convergence control process proceeds to step S31.

  In the process of step S31, the post-failure ignition control unit 25 determines whether or not the operation state of the accelerator operation member 103 is an open state by determining whether or not the value of the accelerator opening operation flag is 1. To do. As a result of the determination, if the value of the accelerator opening operation flag is not 1, the post-failure ignition control unit 25 determines that the operating state of the accelerator operating member 103 is closed, and performs limp ignition position calculation / convergence control processing. The process proceeds to step S32. On the other hand, when the value of the accelerator opening operation flag is 1, the post-failure ignition control unit 25 determines that the operating state of the accelerator operating member 103 is an open state, and performs a limp ignition position calculation / convergence control process. The process proceeds to S34.

  In the process of step S32, the post-failure ignition control unit 25 sets the value of the initial merge completion flag F_IG indicating whether or not the initial merge process has been completed to 1. Here, the merge process is a name that represents a simplified process of converging the ignition timing IGX to the target ignition timing (limp ignition position) IGL over a predetermined time. Further, when the initial merge completion flag F_IG is 1, it indicates that the initial merge process is completed, and when the initial merge completion flag F_IG is 0, the initial merge process is completed. Indicates not. In other words, since the process of step S32 is a process executed when it is determined that the operation state of the accelerator operation member 103 is the closed state, this time in general limp home control in which the merge process is omitted. Although it is sufficient to execute the process, the value of the initial merge completion flag F_IG is set to 1 in consideration of the possibility of the merge process being executed thereafter. Thereby, the process of step S32 is completed, and the limp ignition position calculation / convergence control process proceeds to the process of step S33.

  In the process of step S33, the ignition timing convergence control unit 28 sets the limp designated ignition position IGLA as the ignition timing (current ignition position) IGX, as also shown as the state at time T = T2 in FIG. A control signal indicating that the timing (current ignition position) IGX is set to the limp designated ignition position IGLA is output to the ignition control execution unit 26. In general, in an electronically controlled throttle, even if the operation state of the accelerator operation member 103 is a fully closed state in order to secure an intake air amount that allows traveling even when the throttle valve V cannot be controlled, When the accelerator operating member 103 is brought into contact with a stopper member (not shown), the throttle valve V is not fully closed but is slightly opened at a predetermined opening. Therefore, the ignition timing convergence control unit 28 sets the limp designated ignition position IGLA in consideration of the intake air amount as the ignition timing (current ignition position) IGX. Thereby, the processing of step S33 is completed, and a series of limp ignition position calculation / convergence control processing ends.

  In the process of step S34, the limp ignition position calculation unit 27 calculates a target ignition timing (limp ignition position) IGL corresponding to the engine speed NE based on the electric signal input from the engine speed calculation unit 14. In addition, as shown also as a state at time T = T0 in FIG. 5, at the time of transition to limp home control, the engine torque suppression control unit 24 after failure causes the throttle until the interlock member 100 contacts the throttle opening restriction member 102. In order to suppress an increase in engine torque associated with the opening operation of the valve V, an electric signal indicating an ignition timing delayed by a predetermined amount ΔIGL from the calculated target ignition timing IGL is output to the ignition control execution unit 26. Thereby, the process of step S34 is completed, and the limp ignition position calculation / convergence control process proceeds to the process of step S35.

In the process of step S35, the ignition timing convergence control unit 28 determines whether or not the target ignition timing (limp ignition position) IGL calculated by the process of step S34 is later than the ignition timing IGX in the current process. As a result of the determination, if the target ignition timing IGL is delayed from the ignition timing IGX in the current process, the ignition timing convergence control unit 28 advances the limp ignition position calculation / convergence control process to the process of step S36. On the other hand, if the target ignition timing IGL is ahead of the ignition timing IGX in the current process, the ignition timing convergence control unit 28 advances the limp ignition position calculation / convergence control process to the process of step S38.

  In the process of step S36, the post-failure ignition control unit 25 determines that the initial merge process has been completed, and sets the value of the initial merge completion flag F_IG to 1. In other words, the process in step S36 is a process that is executed when it is determined that the target ignition timing (limp ignition position) IGL is delayed from the ignition timing IGX in the current process. There is no need to execute this, but the value of the initial merge completion flag F_IG is set to 1 in consideration of the possibility that merge processing will be executed after that. Thereby, the process of step S36 is completed, and the limp ignition position calculation / convergence control process proceeds to the process of step S37.

  In the process of step S37, the ignition timing convergence control unit 28 sets the target ignition timing (limp ignition position) IGL calculated by the process of step S34 as the ignition timing (current ignition position) IGX, and the ignition timing (current A control signal indicating that the ignition position) IGX is set to the limp ignition position IGL is output to the ignition control execution unit 26. Thereby, the processing of step S37 is completed, and a series of limp ignition position calculation / convergence control processing ends.

  In the process of step S38, the ignition timing convergence control unit 28 determines whether or not the value of the cycle counter 29 for counting the time (cycle) for updating the ignition timing IGX is zero. As a result of the determination, if the value of the cycle counter 29 is not 0, the ignition timing convergence control unit 28 determines that the time for updating the ignition timing IGX has not elapsed, and performs the limp ignition position calculation / convergence control process. The process proceeds to S39. On the other hand, if the value of the cycle counter 29 is 0, the ignition timing convergence control unit 28 determines that the time for updating the ignition timing IGX has elapsed, and performs limp ignition position calculation / convergence control processing in step S40. Proceed to Note that the value of the cycle counter 29 is set to an appropriate predetermined value in the initial state.

  In step S39, the ignition timing convergence control unit 28 decrements the value of the cycle counter 29 by one. Thereby, the process of step S39 is completed, and a series of limp ignition position calculation / convergence control processes ends.

  In the process of step S40, the ignition timing convergence control unit 28 determines whether or not the current merge process is the first merge process by determining whether or not the value of the initial merge completion flag F_IG is 1. To do. As a result of the determination, if the value of the initial merge completion flag F_IG is 0, the ignition timing convergence control unit 28 determines that the current merge process is the first merge process, and the limp ignition position calculation / convergence control process. The process proceeds to step S41. On the other hand, when the value of the initial merge completion flag F_IG is 1, the ignition timing convergence control unit 28 determines that the current merge process is the second or subsequent merge process, and the limp ignition position calculation / convergence control process. The process proceeds to step S43.

  In the process of step S41, since the process between time T = T0 and time T = T1 in FIG. 5 is started, the ignition timing convergence control unit 28 sets the count value of the period counter 29 to the period data #CIGA. Set to value. This cycle data #CIGA indicates the time length for updating the ignition timing IGX, and is set to a longer time length than cycle data #CIGB described later. Thereby, the process of step S41 is completed, and the limp ignition position calculation / convergence control process proceeds to the process of step S42.

In the process of step S42, the ignition timing convergence control unit 28 sets a value obtained by adding a predetermined amount A to the previous ignition timing (ignition position) as the current ignition timing (ignition position) IGX, and the set current ignition is set. A control signal indicating the timing IGX is output to the ignition control execution unit 26. The predetermined amount A indicates the advance amount of the ignition timing IGX, and is set to a value smaller than the predetermined amount B described later. By repeating the process of step S41 and step S42, as shown in FIG. 5, during the process of merging the first time, so that it converges to the target ignition timing IGL ignition timing IGX is over the convergence time T _A . Thereby, the processing of step S42 is completed, and a series of limp ignition position calculation / convergence control processing ends.

  In the process of step S43, since the process after time T = T3 in FIG. 5 is started, the ignition timing convergence control unit 28 sets the count value of the period counter 29 to the value of the period data #CIGB. This cycle data #CIGB indicates the time length for updating the ignition timing IGX, and is set to a shorter time length than the cycle data #CIGA when the limp home control shifts. Thereby, the process of step S43 is completed, and the limp ignition position calculation / convergence control process proceeds to the process of step S44.

In the process of step S44, the ignition timing convergence control unit 28 sets a value obtained by adding a predetermined amount B to the ignition timing (ignition position) at the previous transition to the limp home control as the current ignition timing (ignition position) IGX, A control signal indicating the set current ignition timing IGX is output to the ignition control execution unit 26. The predetermined amount B indicates the advance amount of the ignition timing IGX, and is set to a value larger than the predetermined amount A described above. The processing of step S43 and step S44, as shown in FIG. 5, when the merge processing for the second time after the ignition timing IGX is over shorter convergence time than the convergence time T _A T _B to the target ignition timing IGL It will converge. Thereby, the processing of step S44 is completed, and the series of limp ignition position calculation / convergence control processing ends.

  In the limp ignition position calculation / convergence control process described above, the cycle data #CIGA, the cycle data #CIGB, the predetermined amount A, and the predetermined amount B are all fixed values. While maintaining the magnitude relationship between #CIGA and periodic data #CIGB and the magnitude relationship between the predetermined amount A and the predetermined amount B, the value may be set to a value that is gradually decreased according to the number of repetitions of the process. . In addition, with respect to the periodic data #CIGA, the periodic data #CIGB, the predetermined amount A, and the predetermined amount B, the predetermined amount A is set higher than the predetermined amount B while the periodic data #CIGA and the periodic data #CIGB are set to the same value. May be set to a small value, or the periodic data #CIGA may be set to a smaller value than the periodic data #CIGB while the predetermined amount A and the predetermined amount B are set to the same value.

In addition, when the opening operation of the accelerator operation member 103 is moderate after the transition to limp home control, it is possible to suppress an increase in exhaust temperature by suppressing an event that causes an uncomfortable feeling such as an unnecessary acceleration feeling in the vehicle. because there may be higher priority than that, within the range not excessively increase the exhaust temperature, the convergence time T _B of the merging process after limp home control transfer, the convergence time of the merge process when limp home control transition T It can also be set longer than _A.

  According to the engine control apparatus 1 in the above-described embodiment, the ignition timing convergence control unit 28 sets the convergence time until the first merge process is completed different from the convergence time after the first merge process is completed. Therefore, in the ignition control after the transition to the limp home control and the ignition control after the transition, it is possible to achieve both the balance between improving the drivability and suppressing the rise in the exhaust temperature.

  In addition, since the ignition timing convergence control unit 28 sets the post-initial convergence time after the initial merge process is completed shorter than the initial convergence time until the initial merge process is completed, the drivability is controlled during the transition to limp home control. It is possible to improve the exhaust temperature after the limp home control shift.

Further, the ignition timing convergence control unit 28 sets the convergence period in the convergence control after the first time to be shorter than the convergence period in the first convergence control, and increases the advance amount of the ignition timing of the engine in the convergence control after the first time. By setting it larger than the advance amount of the ignition timing of the engine in the convergence control, drivability can be improved more reliably at the time of transition to limp home control, and the exhaust temperature will rise more reliably after the transition to limp home control. Can be suppressed.

  In addition, since the ignition timing convergence control unit 28 starts the first merge process at the timing when the opening operation of the accelerator operation member 103 is detected, the ignition timing convergence control unit 28 properly fails even in a failure situation where the throttle valve V cannot be accurately controlled. Later ignition control can be performed.

  In the present invention, the type, arrangement, number, and the like of the members are not limited to the above-described embodiments, and the components depart from the gist of the invention, such as appropriately replacing the constituent elements with those having the same operational effects. Of course, it can be appropriately changed within the range not to be.

  As described above, in the present invention, an engine control device that can improve both drivability and suppress an increase in exhaust temperature in the limp home control transition and the ignition control after the limp home control transition is achieved. It is expected that it can be widely applied to engine control devices such as vehicles because of its universality.

DESCRIPTION OF SYMBOLS 1 ... Engine control apparatus 2 ... Engine control unit 3 ... Throttle valve controller 11 ... Accelerator opening degree detection part 12 ... Throttle opening degree detection part 13 ... Intake pressure detection part 14 ... Engine speed calculation part 15 ... Accelerator opening degree calculation part 16 ... Throttle opening calculator 17 ... Intake pressure calculator 18 ... Engine operating state transmitter 19 ... Driver failure information receiver 20 ... Failure determination unit 21 ... Ignition control unit 22 ... Accelerator operation determination unit 23 ... Normal ignition control unit 24 ... Post-failure engine torque suppression control unit 25 ... Post-failure ignition control unit 26 ... Ignition control execution unit 27 ... Limp ignition position calculation unit 28 ... Ignition timing convergence control unit 31 ... Hall sensor detection unit 32 ... Engine operating state reception unit 33 ... Throttle Opening degree control part 34 ... Failure judgment part 35 ... Driver failure information transmission part 100 ... Interlocking member 101a, 1 DESCRIPTION OF SYMBOLS 1b ... Spring member 102 ... Throttle opening restriction member 103 ... Accelerator operation member SE1 ... Accelerator opening sensor SE2 ... Throttle opening sensor SE3 ... Intake pressure sensor SE4 ... Crank angle sensor SE5 ... Hall sensor C ... Ignition coil M ... Throttle valve Drive motor V ... Throttle valve

Claims (4)

A throttle valve drive motor capable of adjusting the opening of the throttle valve of the engine;
An interlocking member for fixing the throttle valve;
It is connected to the accelerator operation member and moves to a position corresponding to the operation amount of the accelerator operation member, and comes into contact with the interlocking member in a state where the drive of the throttle valve drive motor is stopped, and according to the operation amount of the accelerator operation member A throttle opening restricting member capable of adjusting the opening of the throttle valve to a predetermined opening;
An engine control device applied to an engine equipped with
A throttle opening degree control unit that controls the opening degree of the throttle valve to an opening degree corresponding to the operation amount of the accelerator operating member by driving and controlling a throttle valve driving motor that adjusts the opening degree of the throttle valve;
A failure determination unit that detects a failure that has occurred in a component related to drive control of the throttle valve drive motor;
After the failure is detected by the failure determination unit, a post-failure ignition control unit that performs ignition control of the engine;
With
The post-failure ignition control unit has an ignition timing convergence control unit that converges the ignition timing of the engine to a target ignition timing over a predetermined convergence time,
The ignition timing convergence control unit, the initial convergence time until the initial convergence control is completed, the initial convergence time until the convergence control executed after the first time after the first convergence control is completed, An engine control device characterized by setting different values.   The engine control device according to claim 1, wherein the ignition timing convergence control unit sets the post-initial convergence time shorter than the initial convergence time.   The ignition timing convergence control unit sets a convergence cycle in the convergence control after the first time shorter than a convergence cycle in the first convergence control, and increases an advance amount of the ignition timing of the engine in the convergence control after the first time. 3. The engine control device according to claim 2, wherein the engine control device is set to be larger than an advance amount increase of the ignition timing of the engine in the initial convergence control.   The engine control device according to any one of claims 1 to 3, wherein the ignition timing convergence control unit starts the first-time convergence control at a timing when an opening operation of the accelerator operation member is detected.

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