JPH0599016A - Maximum speed control device - Google Patents

Abstract

PURPOSE:To suppress as low as possible rising of speed which is a first prescribed value or more to be controlled with a time delay by driving and controlling a throttle valve in a direction to close the valve forcibly when the vehicle speed reaches the first prescribed value or more substantially. CONSTITUTION:A throttle opening degree control means 15 is provided so as to drive and control a throttle valve 12 in a direction to close the valve 12 when a vehicle speed detected by a vehicle speed detecting means 14 reaches a first prescribed value or more substantially. A first fuel injection stopping means 16 is provided so as to stop injection of fuel by a fuel injection means 13 forcibly when the vehicle speed reaches a second prescribed value or more which is higher than the first prescribed value. Namely, the throttle valve 12 is driven and controlled in a direction to close the valve 12 forcibly when the vehicle speed reaches the first prescribed value substantially. It is thus possible to reduce output of an internal combustion engine so as to control a maximum speed so that the vehicle speed may not exceed the first prescribed value.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a maximum speed controller.
In particular, the present invention relates to a maximum speed control device for performing maximum speed control of a vehicle equipped with an internal combustion engine by driving a throttle valve provided in an intake passage of the internal combustion engine in a valve closing direction.

[0002]

2. Description of the Related Art Conventionally, the opening degree of a throttle valve provided in an intake passage of an internal combustion engine is set in a valve closing direction when the vehicle speed of a vehicle equipped with the internal combustion engine reaches a preset maximum speed. By forcibly controlling, the intake air amount of the internal combustion engine is reduced, and the fuel injection amount is reduced based on the detection output of the air flow meter that detects this intake air amount to reduce the output of the internal combustion engine. There is known a maximum speed control device which does not exceed the above set maximum speed (Japanese Utility Model Laid-Open No. 57-107828, Japanese Patent Laid-Open No. 61-2).
No. 77843).

[0003]

However, since the throttle valve is arranged at a position far away from the upstream side of the engine combustion chamber, the throttle valve is controlled in the closing direction for maximum speed control. However, there is a time delay until the intake air amount limited thereby actually flows into the engine combustion chamber. Therefore, in the above-mentioned conventional maximum speed control device, a response delay may occur, and the preset maximum speed may be exceeded.

Further, in the conventional maximum speed control device, when the throttle sensor or the throttle valve fails, the above maximum speed control cannot be performed, and in view of heat load, the duration time of the control of the throttle valve by the computer is reduced. Is limited, the above maximum speed control cannot be performed beyond this time limit.

The present invention has been made in view of the above points,
It is an object of the present invention to provide a maximum speed control device that solves the above-mentioned problems by supplementarily performing fuel injection stop control.

[0006]

FIG. 1 is a block diagram showing the principle of the present invention. As shown in the figure, the invention according to claim 1 is characterized in that the throttle valve 12 provided in the intake passage 11 of the internal combustion engine 10 and the air that passes through the throttle valve 12 and is sucked into the internal combustion engine 10 Fuel injection means 13 for executing fuel injection in an amount corresponding to the vehicle speed detection means 14 and vehicle speed detection means 14
When the vehicle speed detected by the vehicle speed detecting means 14 becomes substantially equal to or higher than the first predetermined value, the throttle opening control means 15 for controlling the driving of the throttle valve 12 in the valve closing direction and the vehicle speed The second higher than the first predetermined value
And a first fuel injection stopping means 16 for forcibly stopping the fuel injection by the fuel injection means 13 when the predetermined value is exceeded.

According to the invention of claim 2, in addition to the above structure, an opening detecting means 17 for detecting the opening of the throttle valve 12, an abnormality judging means 18 for judging an abnormality of the opening detecting means 17, The second fuel injection stopping means 19 is provided. Here, in the second fuel injection stopping means 19, the throttle opening degree detected by the opening degree detecting means 17 becomes a predetermined value or less after the throttle opening degree controlling means 15 drives the throttle valve 12 in the closing direction. If not, or when the abnormality determination means 18 determines the abnormality, the vehicle speed detected by the vehicle speed detection means 14 forcibly stops the fuel injection by the fuel injection means 13 at the first predetermined value.

[0008]

In the present invention, when the vehicle speed substantially reaches the first predetermined value, the throttle opening control means 15 forcibly drives and controls the throttle valve 12 in the valve closing direction. Output decreases and the maximum speed control is performed so that the vehicle speed does not exceed the first predetermined value. However, as described above, the vehicle speed may exceed the first predetermined value because the drive control of the throttle valve 12 has a time delay.

In this case, in the present invention, when the vehicle speed increases and reaches the second predetermined value, the fuel injection by the fuel injection means 13 can be stopped by the first fuel injection stop means 16.

If the throttle opening does not change smaller than a predetermined value even if the throttle valve 12 is controlled to be closed, the throttle valve 12 is determined to be defective and the second fuel The injection stop means 19 stops the fuel injection by the fuel injection means 13 when the vehicle speed is the first predetermined value. Even when the abnormality determination unit 18 determines that the opening degree detection unit 17 has an abnormality, the fuel injection is stopped when the vehicle speed is the first predetermined value as described above.

[0011]

FIG. 2 shows a system configuration diagram of an embodiment of the present invention. This embodiment is an example in which a spark ignition type internal combustion engine (engine) is applied as the internal combustion engine 10. FIG. 2 shows a structural sectional view of an arbitrary cylinder, and an engine control computer (hereinafter referred to as an EFI computer) described later is shown. )
21 controls each part of the system.

In FIG. 2, an engine block 22 accommodates a piston 23 that reciprocates vertically, and a combustion chamber 24 communicates with an intake manifold 25 via an intake valve 26, while an exhaust valve 27 is provided. It is connected to the exhaust manifold 28 via.

An upstream side of the intake manifold 25 is connected to an intake pipe 31 via a surge tank 30 in common for all of the cylinders. An air flow meter 32, a sub throttle valve 33, and a throttle valve 34 are provided in the intake pipe 31, respectively. The air flow meter 32 detects the intake air amount. The opening of the throttle valve 34 is adjusted in conjunction with the accelerator pedal. The sub-throttle valve 33 provided on the upstream side of the throttle valve 34 is a valve whose opening is controlled by the motor 35 regardless of the accelerator pedal.
2, and the opening is normally large (for example, 80 °) as shown by the solid line. The sub-throttle valve 33 may be provided on the downstream side of the throttle valve 34. Further, the function of the sub-throttle valve 33 can also be provided by using only the throttle valve 34.

The throttle opening of the sub throttle valve 33 is detected by a throttle sensor 36. The throttle sensor 36 is the opening degree detecting means 17 described above.
Are configured. The throttle opening of the throttle valve 34 is detected by the throttle position sensor 37.

Reference numeral 38 denotes a fuel injection valve, which constitutes the fuel injection means 13 together with the EFI computer 21 and is included in the air flow passing through the intake manifold 25, which will be described later.
Fuel is injected according to the instruction of the computer 21. An oxygen concentration detection sensor (O ₂ sensor) 39 is provided so as to partially penetrate the exhaust manifold 28, and detects the oxygen concentration in the exhaust gas before entering the catalyst device 40. A water temperature sensor 41 is provided so as to penetrate the engine block 22 and partially project into the water jacket, and detects the water temperature of the engine cooling water. Four
2 is an igniter, an ignition coil (not shown)
Opens and closes the primary current.

Reference numeral 43 is a distributor, which is a cylinder discrimination sensor 44 for generating a reference position detection signal for the engine crankshaft, and an engine speed signal, for example, 30.
It has a rotation angle sensor 45 which is generated every ° C A. Four
A vehicle speed sensor 6 detects the vehicle speed by, for example, rotation of the output shaft, and supplies the vehicle speed detection signal to the EFI computer 21.

The vehicle speed sensor 47 is a vehicle speed sensor dedicated to the traction computer 48, and is configured to detect the vehicle speed by, for example, rotation of the drive shafts of the four wheels of the vehicle. The vehicle speed sensor 46 detects the vehicle speed with high accuracy. The vehicle speed sensor 47, together with the vehicle speed sensor 46, constitutes the vehicle speed detecting means 14 described above.

The traction computer 48 receives a throttle opening detection signal from the throttle sensor 36 and a vehicle speed detection signal from the vehicle speed sensor 47, respectively, and drives and controls the motor 35 based on these input signals, thereby sub-throttle. The throttle opening of the valve 33 is controlled. That is, the traction computer 48 constitutes the throttle opening control means 15 together with the motor 35, and the sub-throttle valve 33 performs the above-mentioned maximum speed control.

The EFI computer 21 realizes the first and second fuel injection stopping means 16 and 19 and the abnormality determining means 18 by software processing, and the fuel injection valve 38.
A computer for realizing the fuel injection means 13 is also configured as hardware as shown in FIG. In the figure,
The same components as those in FIG. 2 are designated by the same reference numerals and the description thereof will be omitted.

In FIG. 3, an EFI computer 21 includes a central processing unit (CPU) 50, a read only memory (ROM) 51 storing a processing program, and a random access memory (RAM) used as a work area.
52, a backup RAM 53 that retains data even after the engine is stopped, an input interface circuit 54, an A / D converter 56 with a multiplexer, an input / output interface circuit 55, etc., which are connected to each other via a bus 57. There is. The hardware configuration of the traction computer 48 is also the EFI computer 2
It is almost the same as that of 1.

The A / D converter 56 is an air flow meter 32.
The intake air amount detection signal from the throttle sensor 36, the throttle opening detection signal from the throttle position sensor 37, the water temperature detection signal from the water temperature sensor 41, and the oxygen concentration detection signal from the O ₂ sensor 39 are sequentially input through the input interface circuit 54. The data is switched and fetched, converted into an analog / digital signal, and sequentially sent to the bus 57.

The input / output interface circuit 55 includes a throttle opening detection signal from the throttle position sensor 37, a rotation speed signal from the rotation angle sensor 45 according to the engine speed (NE), a vehicle speed detection signal from the vehicle speed sensor 46, and traction. Signals and the like from the computer 48 are input, respectively, and are input to the CPU 50 via the bus 57.

Further, the CPU 50 executes various arithmetic processing based on each data input from the above-mentioned input / output interface circuit 55 and the A / D converter 56 through the bus 57, and outputs the obtained data to the bus 57 and the input. Through the output interface circuit 55, the fuel injection valve 38 and the igniter 4
2 is appropriately selected and output to control the fuel injection time by the fuel injection valve 38, that is, the fuel injection amount per unit time,
The ignition timing is controlled by the igniter 42. Further, when a control signal for suppressing the driving force is input to the EFI computer 21 from the traction computer 48 such as when the vehicle tire slips, the EFI computer 21
The computer 21 controls the igniter 42 such as retarding the ignition timing.

Next, the control processing of the sub-throttle valve 33 by the traction computer 48 will be described with reference to FIG.
The control routine will be described with reference to FIG. When the control routine of FIG. 4 is activated by interruption, for example, every 4 ms, it is first determined whether or not the control execution flag XTSPD is "0" (step 101). This control execution flag XTSPD
Is a flag indicating whether or not the control of the closing direction of the sub-throttle valve 33 by the traction computer 48 is being executed. When the flag is "1", it is being executed, and when it is "0", it is not being executed.

Since the initial value of the control execution flag XTSPD is set to "0" by the initial routine, the routine first proceeds from steps 101 to 102, where the vehicle speed SPDT based on the vehicle speed detection signal from the vehicle speed sensor 47.
Is 170 km / h or higher. During normal driving with the vehicle speed SPDT less than 170 km / h, the control counter C
After TSPD is cleared to "0" (step 10
2) Then, this routine is finished. This control counter CT
SPD is a counter that is incremented in another routine, and is a counter for monitoring the control continuation time of the sub throttle valve 33.

On the other hand, in step 102, the vehicle speed SPDT is 1
When it is determined to be in the high speed operation range of 70 km / h or more, the throttle opening TAS of the sub-throttle valve 33 is set to 20
(Step 104), the control execution flag X is set.
TSPD is set to "1" (step 105). As described above, the sub-throttle valve 33 is in the open position shown by the solid line in FIG. 2 where the throttle opening is large during normal traveling, and the amount of air passing through the intake manifold 25 is substantially controlled only by the throttle valve 34. ing.

However, when the vehicle speed SPDT enters the high speed operation range of 170 km / h or more, the above step 104 causes
A drive signal is supplied from the traction computer 48 to the motor 35, and the throttle opening of the sub-throttle valve 33 (hereinafter referred to as the sub-throttle opening) TAS
The sub-throttle valve 33 is rotated in the valve closing direction so as to set 20 °. As a result, the amount of air passing through the intake manifold 25 is forcibly limited to some extent irrespective of the driver's intention, and as a result, the amount of fuel injected by the fuel injection valve 38 is reduced and the engine output is reduced. To do.

Subsequently, the control counter CTSPD is set to 150.
It is determined whether the value is less than or equal to the second (step 10).
6). This is because if the motor 35 is continuously energized for, for example, 3 minutes or more to drive the sub-throttle valve 33 in the closing direction, the capacitor of the traction computer 48 will be burned, and there is a margin to prevent this burning. This is because the continuous drive time of the sub-throttle valve 33 in the valve closing direction is not set to 150 seconds or longer.

Therefore, the control counter CTSPD is 150
When it is determined that the value is less than or equal to the second (step 106), it is first determined whether or not the vehicle speed SPDT is 172 km / h or more in order to continuously control the closing direction of the sub-throttle valve 33 (step 107). This 172 km / h is a first predetermined value corresponding to a vehicle speed of 180 km / h detected by a vehicle speed sensor 46 described later. The vehicle speed of 170 km / h in step 102 described above is also substantially the first predetermined value. Even if the sub throttle opening TAS is set to 20 ° in step 104, the vehicle speed SPDT is 172k.
When m / h or more, TAS is further subtracted by 3 ° from the sub-throttle opening (step 108), and when the sub-throttle opening TAS after subtraction is 0 ° or more (step 10)
9) The routine is finished.

Next, when the routine shown in FIG. 4 is started, the control execution flag XTSPD is judged to be "1" in step 101, and therefore steps 102, 104 and 105 are jumped to step 106 and the control counter is reached. CTSP
When it is determined that the value of D is 150 seconds or less, it is determined whether the vehicle speed SPDT is 172 km / h or more (step 10).
7).

When the vehicle speed SPDT is 172 km / h or more, the sub-throttle opening T according to step 108 described above.
When the AS is subtracted by 3 ° and the speed is less than 172 km / h, it is determined whether the vehicle speed SPDT is 168 km / h or less (step 111). The current value is retained and this routine ends. On the other hand, when it is determined in step 111 that the vehicle speed SPDT has dropped to 168 km / h or less, the sub-throttle opening TAS is added by 1 degree (step 112), and then the added sub-throttle opening TAS is set to 80 degrees. It is determined whether or not the above (step 11
3), when TAS <80 °, this routine ends,
When TAS ≧ 80 °, the sub-throttle opening TAS is set to 8
The upper limit value of 0 ° is set (step 114), and this routine ends.

In this way, the vehicle speed SPDT is 172k.
When m / h or more, the sub-throttle opening TAS is decremented by 3 ° each time the routine shown in FIG. 4 is started (step 108), and the sub-throttle opening TA after the subtraction is performed.
Sub throttle opening TAS when S becomes 0 ° or less
The lower limit of is set to 0 ° (step 110), and this routine ends. In addition, the vehicle speed SPDT is 168 km /
When the pressure becomes equal to or less than h, the sub-throttle valve 33 is stepwise driven and controlled in the opening direction by 1 °, and as a result, the combustion chamber 2
The restriction on the amount of air flowing into 4 is gradually released.

In this way, the vehicle speed SPDT is 172k.
When entering the high-speed operation region of m / h or more, the sub-throttle valve 33 is drive-controlled stepwise in steps of 3 ° toward the fully closed position of 0 °, so the amount of air flowing into the combustion chamber 24 is gradually forced. As a result, the intake air amount detected by the air flow meter 32 gradually decreases, so that the fuel injection amount by the fuel injection valve 38 calculated by the EFI computer 21 gradually decreases. To be done. Therefore, the engine output is the above-mentioned sub-throttle opening T
The vehicle speed SPDT decreases as the AS is controlled in the valve closing direction.
Can be controlled at a maximum speed of less than 172 km / h.

When the duration of the drive control of the throttle valve 33 in the valve closing direction or the valve opening direction exceeds 150 seconds, it is determined in step 106 that CTSPD> 150 (seconds), so the control execution flag XTSPD is set. After clearing to zero (step 115), the routine proceeds to step 112, where the throttle opening TAS is controlled in the valve opening direction.

By the way, the above sub-throttle valve 3
However, there are the above-mentioned problems only with the maximum speed control using No. 3. Therefore, in the present embodiment, fuel cut is also performed by the fuel cut control routine shown in FIG. The fuel cut control routine shown in FIG. 5 is a routine executed by the EFI computer 21 at a predetermined timing. First, the vehicle speed SPDE detected by the vehicle speed sensor 46 is 160 km.
/ H or more is determined (step 201).

When the vehicle speed SPDE is less than 160 km / h in the normal operation region, the sub-throttle control determination flag XT
ASM is cleared to "0" (step 202), and the process proceeds to step 205 described later. On the other hand, the vehicle speed SPDE is 160k
Sub-throttle opening T in the high-speed operation range of m / h or more
It is determined whether AS is less than 30 ° (step 203),
When the angle is less than 30 °, it is determined that the sub-throttle control is being performed by the traction computer 48, and the sub-throttle control determination flag XTASM is set to "1" (step 204).

When the sub throttle control determination flag XTASM is set or cleared in step 202 or 204, the value of the fuel cut vehicle speed determination flag XKSPD is subsequently set to "0" (step 20).
5). This fuel cut vehicle speed determination flag XKSPD
Is a flag that determines the vehicle speed at which fuel cut (that is, fuel cut) is executed. As will be described later, when it is "1", it is 180 km / h, which is the first predetermined value, and "0".
In this case, the vehicle speed at which the fuel cut is executed is determined to 185 km / h, which is the second predetermined value.

When the processing in step 205 is completed, or in step 203, the sub-throttle opening TAS is set to 30 °.
When it is determined that the above is the case, the process proceeds to step 206,
It is determined whether the throttle sensor 36 is normal.
The input voltage value of the throttle sensor 36 is, for example, 500
The throttle sensor 36 is determined to be abnormal when the throttle valve 34 is fully closed and is below a predetermined low voltage value or when it is a predetermined high voltage value continuously for more than ms.

Under the conditions other than those mentioned above, the throttle sensor 36 is judged to be normal (step 206),
In this case, it is determined whether the sub-throttle opening TAS is 60 ° or more and the sub-throttle control determination flag XTASM satisfies the condition of "1" (step 207,
208), if the conditions are satisfied, the routine proceeds to step 209, where the fuel cut vehicle speed determination flag XKSPD is set to "1" (step 209). If the above conditions are not satisfied, or if the throttle sensor 36 is determined to be abnormal in step 206, step 209
As in the case of the end of the processing of (1), the routine proceeds to step 210, where the fuel cut vehicle speed A is set to the second predetermined value of 185 km / h.

Then, it is judged whether or not the fuel cut vehicle speed judgment flag XKSPD is "0" (step 21).
1), if the above conditions are satisfied and X is determined in step 209
When KSPD is "1", the fuel cut vehicle speed A is reset to 180 km / h which is the first predetermined value (step 212) and the routine proceeds to step 213, while when XKSPD is "0" The process proceeds to step 213 as it is.

At step 213, the fuel cut vehicle speed A is compared with the current vehicle speed SPDE to see if A>
When SPDE, the value of the fuel cut execution vehicle speed condition satisfaction counter CFCSPD is cleared to "0" (step 214) and the routine proceeds to step 215. When A≤SPDE, the routine directly proceeds to step 215. In step 215, the fuel cut execution flag XFCSPD is "1".
Or not. Fuel cut execution flag X
The initial value of FCSPD is set to "0" by the initial routine, and step 218 described later is performed.
More specifically, the flag is set to "0" and set to "1" in step 223 described later. When the flag is "0", the fuel cut is not executed, and when it is "1", the fuel cut is executed.

When it is determined in step 215 that the fuel cut execution flag XFCSPD is not "1" (that is, "0"), after the fuel cut return vehicle speed condition satisfaction counter CFCSPDR is cleared to "0" (step 216). If it is determined to be "1" on the other hand, the procedure directly proceeds to step 217. In step 217, it is determined whether the engine speed NE is 2000 rpm or more. If the fuel cut is executed at a low speed of less than 2000 rpm, the engine may stall, so the fuel cut execution flag XFCSPD is set to "0" (step 218). , This routine ends.

On the other hand, when it is determined in step 217 that the engine speed NE is 2000 rpm or more, the vehicle speed SPDE
Is determined to be 178 km / h or higher for 1 second or longer (steps 219 and 220), and the vehicle speed SPD is determined.
When E is 178 km / h or more, but this state has not continued for 1 second, this routine is ended.

When the vehicle speed SPDE is not higher than 178 km / h, the fuel cut return vehicle speed condition satisfaction counter C
It is determined whether or not FCSPDR shows a value of 0.5 seconds or more (step 221). When it is less than 0.5 seconds, this routine is ended, and when 0.5 seconds or more has elapsed, fuel cut is executed. The flag XFCSPD is set to "0" (step 218).

When it is determined that the vehicle speed SPDE is 178 km / h or more for 1 second or more (steps 219 and 220), it is further determined whether the engine speed NE is 3500 rpm or more (step 222). , NE ≧ 350
The value of the fuel cut execution flag XFCSPD is set to "1" to execute the fuel cut only at 0 rpm (step 223), and this routine is ended.

As described above, in this embodiment, the throttle sensor 36 is normal and the vehicle speed SPDE is 160 km / h or more.
When the sub-throttle opening TAS is less than 30 °, it is determined that the maximum speed control by the sub-throttle valve 33 is being executed, and when the vehicle speed SPDE exceeds 185 km / h, the vehicle speed SPDE is 178 km / h. Fuel cut execution flag XFCSPD when 1 second or more has elapsed
Is set to "1" (steps 201, 203 to 207, 2)
10, 211, 213 to 215, 217, 219, 22
0,222,223). As a result, the vehicle speed S increases due to the control time delay of the maximum speed control by the sub-throttle valve 33.
When the PDE becomes 185 km / h or more, the vehicle speed SPDE is 185 km due to execution of fuel injection stop described later.
/ H or less.

When it is determined that the throttle sensor 36 is abnormal (step 206), or the vehicle speed SPDE is 1
When the sub-throttle opening TAS is 60 ° or more and the sub-throttle control determination flag XTASM is "1" despite being 60 km / h or more (step 207,
208) indicates that when the vehicle speed SPDE exceeds 180 km / h, the fuel cut execution flag XFCSP is reached when the vehicle speed SPDE is 178 km / h for 1 second or more.
D is set to "1" (steps 209 to 213, 217,
219, 220, 222, 223). In the latter case, despite the maximum speed control by the sub-throttle valve 33,
Since the sub-throttle opening TAS is not less than 20 °, it can be determined that the sub-throttle valve 33 or its control system has failed. The fuel injection stop described below will be executed.

Next, the execution and stop of fuel injection by the EFI computer 21 will be described together with the fuel injection time calculation routine of FIG. In FIG. 6, first, it is determined whether or not the above-described fuel cut execution flag XFCSPD is "1" (step 301), XFCSPD.
When = 0, the CPU 50 RAMs the engine speed NE, the intake air amount Q detected by the air flow meter 32, the separately calculated air-fuel ratio feedback correction coefficient FAF, and the like.
52 or the backup RAM 53 (step 302).

The above air-fuel ratio feedback correction coefficient FA
F is a known correction coefficient used for feedback-controlling the air-fuel ratio to the stoichiometric air-fuel ratio based on the output value of the O ₂ sensor 39. When the output value of the O ₂ sensor 39 indicates rich, fuel injection is performed. The amount is decreased, and when lean is shown, the fuel injection amount is increased.

Thereafter, the CPU 50 in the EFI computer 21 calculates the fuel injection time TAU according to the following equation TAU = TP × FAF × β (step 30)
3) This routine is finished. In the above equation, TP is the basic fuel injection time, which is a value corresponding to Q / NE, and β is a correction term based on various correction factors such as warm-up increase and after-start increase. The EFI computer 21 uses this fuel injection time TAU.
During this period, fuel injection by the fuel injection valve 38 is performed at a predetermined injection timing.

On the other hand, when it is determined in step 301 that the fuel cut execution flag XFCSPD is "1",
Set the fuel injection time TAU to "0" (step 30
4) Then, this routine ends. Thus, when the fuel cut execution flag XFCSPD = 1, the fuel injection is stopped and so-called fuel cut (fuel cut) is executed.

Therefore, according to the present embodiment, although the maximum speed control by the sub-throttle valve 33 has been executed, the predetermined maximum speed 180 km / h due to the time delay.
Even if the vehicle speed increases more than 18
The vehicle speed can be suppressed to 5 km / h or less. Further, when an abnormality occurs in the sub-throttle sensor 36 or a failure occurs in the sub-throttle valve 33 or its drive control system, the maximum speed control by the sub-throttle valve 33 is impossible, but due to the fuel cut, the speed is reduced to 180 km / h or less. The vehicle speed can be suppressed.

Next, the main part of another embodiment of the present invention will be described. FIG. 7 is a control routine of the main part of another embodiment of the present invention. In the figure, the same processing steps as those in FIG. 5 are designated by the same reference numerals, and the description thereof will be omitted. In FIG. 7, when it is determined that the sub throttle opening TAS is 60 ° or more and the sub throttle control determination flag XTASM is "0" (steps 207 and 208), whether the vehicle speed SPDE is less than 178 km / h, for example. It is determined whether or not (step 4)
01).

When SPDE <178 (km / h),
After the value of the control counter CTASM is cleared to zero (step 402), the process proceeds to step 210 of FIG. On the other hand,
When it is determined in step 401 that SPDE ≧ 178 (km / h), the value of the control counter CTASM is the predetermined value B.
It is determined whether (ms) or more (step 403). The highest speed control by the sub-throttle valve 33 is not executed (X
Despite TASM = 0), the vehicle speed SPDE is 17
When the high-speed operation state of 8 km / h or more continues for the predetermined time B (ms) or more (steps 401 and 403), it can be determined that the sub-throttle valve 33 itself is out of order. Therefore, in this case, the routine proceeds to step 209, where the fuel cut vehicle speed determination flag XKSPD is set to "1" (step 209).

As a result, the vehicle speed SPDE is 178 km /
In the above case where the high speed operation state of h or more continues for the predetermined time B (ms) or more, the fuel injection is stopped at 180 km / h, and the maximum speed can be suppressed to 180 km / h.

[0056]

As described above, according to the first aspect of the present invention, even if the vehicle speed increases to the first predetermined value or more due to the time delay of the maximum speed control by the sub-throttle valve, the second speed is set by the fuel cut. The vehicle speed can be suppressed to a predetermined value.

Further, according to the second aspect of the present invention, even if the sub-throttle valve or its control system or the throttle sensor fails, and the maximum speed control by the sub-throttle valve is not possible, the first predetermined value is set by the fuel cut. The vehicle speed can be suppressed.

[Brief description of drawings]

FIG. 1 is a principle configuration diagram of the present invention.

FIG. 2 is a system configuration diagram of the present invention.

FIG. 3 is a diagram showing a hardware configuration diagram of the EFI computer in FIG.

FIG. 4 is a flowchart showing an example of a control routine of a sub-throttle valve by a traction computer.

FIG. 5 is a flowchart showing a control routine of one embodiment of the present invention.

FIG. 6 is a flowchart showing a fuel injection time (TAU) calculation routine.

FIG. 7 is a flowchart showing a main part of a control routine of another embodiment of the present invention.

[Explanation of symbols]

 10 Internal Combustion Engine 12 Throttle Valve 13 Fuel Injection Means 14 Vehicle Speed Detection Means 15 Throttle Opening Control Means 16 First Fuel Injection Stopping Means 17 Opening Detection Means 18 Abnormality Judgment Means 19 Second Fuel Injection Stopping Means 21 EFI Computer 33 Sub Throttle valve 34 Throttle valve 35 Motor 36 Throttle sensor 37 Throttle position sensor 46,47 Vehicle speed sensor 48 Traction computer

Claims (2)

[Claims] 1. A throttle valve provided in an intake passage of an internal combustion engine, and fuel for injecting into a combustion chamber of the internal combustion engine after passing through the throttle valve an amount of fuel injection according to an operating state. Injection means, vehicle speed detecting means for detecting a vehicle speed of a vehicle equipped with the internal combustion engine, and the throttle valve when the vehicle speed detected by the vehicle speed detecting means is substantially equal to or higher than a first predetermined value. Throttle opening control means for driving and controlling the vehicle in a valve closing direction, and the fuel injection means when the vehicle speed detected by the vehicle speed detection means is equal to or higher than a second predetermined value higher than the first predetermined value. And a first fuel injection stop means for forcibly stopping the fuel injection by. 2. An opening degree detecting means for detecting an opening degree of the throttle valve, an abnormality judging means for judging an abnormality of the opening degree detecting means, and a closing direction of the throttle valve by the throttle opening degree controlling means. After driving, when the throttle opening detected by the opening detection means does not fall below a predetermined value, or when the abnormality determination means determines that the throttle valve opening detection means is abnormal, the vehicle speed detection means 2. The maximum speed control according to claim 1, further comprising second fuel injection stop means for forcibly stopping the fuel injection by the fuel injection means when the vehicle speed detected by the first predetermined value. apparatus.