JP5733016B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control apparatus that is useful when applied to a vehicle having an electronically controlled throttle valve.

  A throttle valve mechanism including an electronically controlled throttle valve that adjusts the amount of intake air into the combustion chamber of an internal combustion engine is not only driven in accordance with the execution of basic control accompanying the operation of an accelerator pedal or a brake pedal, for example, It is also driven when control that is not related to basic control, such as cruise control that automatically controls the vehicle speed or stability control, is executed. This throttle valve mechanism includes the throttle valve disposed in the intake pipe, a motor that is a driving source thereof, and a transmission mechanism that transmits the rotational force of the motor to the shaft (support shaft) of the throttle valve.

  Here, although each component constituting the throttle valve and the transmission mechanism is ensured in durability, as the usage period becomes longer, for example, the connecting portion between the motor and the transmission mechanism, the bearing of the gear constituting the transmission mechanism, Wear gradually progresses in portions where friction occurs such as the tooth tip, the valve shaft and its bearing, and the like. When those parts reach the wear limit, the parts are replaced. However, in order to extend the life of the parts, control is performed to suppress the progress of wear of each part. It is preferable.

  Therefore, conventionally, as a technique intended for such control, there is a technique described in Patent Document 1, for example. In this Patent Document 1, a target output torque is set for a required output torque corresponding to the accelerator opening and the request from the vehicle control in each case so that the operation of the throttle valve does not become sudden and excessive. A vehicle control method is described. In this control method, the opening degree of the throttle valve at each time point is grasped, and the range of the throttle valve opening degree that can be realized after a predetermined time has elapsed is calculated based on the grasped opening degree. Further, based on the realizable opening range, a realizable engine output torque range is calculated. Then, it is determined whether or not the required output torque for the engine is within the range of the output torque. If the output torque is outside the range of the output torque, the upper limit value or the lower limit value of the output torque range is guarded. The throttle valve opening is controlled using the target output torque set as described above.

JP 2010-25046 A

  By the way, in the above control method, in order to delay the progress of wear of each component constituting the throttle valve mechanism, at least the upper limit value of the engine output torque range must be set low. However, if the upper limit value of the engine output torque range is set to be low in this way, the upper limit value is a certain value because it gives the driver a sense of incongruity such as a change in acceleration feeling with respect to the amount of depression of the accelerator pedal before and after the change. Need to keep. For this reason, suitable coexistence of maintenance of vehicle basic performance and suppression of wear of a throttle valve mechanism is demanded.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a vehicle control device that can reduce wear of a throttle valve mechanism while suppressing a decrease in vehicle basic performance.

Hereinafter, means for solving the above-described problems and the effects thereof will be described.
In order to solve the above problem, the invention according to claim 1 is a vehicle control device that controls the driving of the throttle valve mechanism, wherein the throttle valve mechanism is arranged in a manner that does not correspond to the operation amounts of the accelerator pedal and the brake pedal. When assist control is performed to drive the vehicle or assist the driver, the amount of wear of the throttle valve mechanism accompanying the execution of the assist control is calculated, and the calculated amount of wear is associated with the assist control. prohibition with accumulated and stored as the accumulated wear amount, the accumulated wear amount, when it is appropriate assist control set wear limit value or more for at least a portion of the assist control corresponding to the accumulated wear amount The gist is to do.

According to such a configuration, the vehicle control device prohibits at least a part of the assist control corresponding to the cumulative wear amount when the cumulative wear amount stored separately for the assist control is equal to or greater than the wear limit value. Therefore, the wear of the throttle valve mechanism can be reduced. Moreover, since the assist control to be prohibited is control that is not directly related to the vehicle basic performance, it is possible to suppress a decrease in the vehicle basic performance.

According to a third aspect of the present invention, in the vehicle control device according to the first or second aspect , when the assist control is executed, the vehicle wears separately from a plurality of wear portions provided in the throttle valve mechanism. A cumulative wear amount obtained by accumulating the calculated wear amount is determined to determine whether the cumulative wear amount is equal to or greater than a wear limit value set for the corresponding assist control and the wear location. The gist is to prohibit at least a part of the assist control corresponding to the accumulated wear amount when the value is greater than or equal to the limit value.

According to such a configuration, the accumulated wear amount is accumulated separately for each assist control and each wear location. Therefore, whether or not the wear progresses in a part of the throttle valve mechanism in a part of the wear location. Can be judged. In addition, since it is determined whether or not the cumulative wear amount is equal to or greater than a wear limit value set for the assist control and the wear location, the corresponding assist control is prohibited when there is a wear location that has reached the wear limit. However, when there is no wear point that has reached the wear limit and the amount of wear at each wear point is small, it is possible to prevent the corresponding assist control from being unnecessarily prohibited.

According to a fourth aspect of the present invention, in the vehicle control device according to the first or second aspect , when the assist control is executed, a plurality of throttle valve openings provided in the throttle valve mechanism are provided. A wear amount is calculated for each region, and it is determined whether or not a cumulative wear amount obtained by accumulating the calculated wear amount is equal to or greater than a wear limit value set for the assist control and the opening region. When the wear amount is equal to or greater than the wear limit value, the gist is to prohibit at least a part of the assist control corresponding to the accumulated wear amount.

According to such a configuration, since the cumulative wear amount is accumulated separately for each assist control and for each opening region, for example, whether or not the wear is in a state of being biased toward only a part related to a part of the opening region. Can be judged. Further,該累product wear amount, since it is determined whether or not the assist control and set wear limit value or more of the opening region, the assist control corresponding to the case where the opening area has reached the wear limit exists In the case where there is no opening region that reaches the wear limit and the amount of wear at a portion related to each opening region is small, the assist control can be prevented from being prohibited unnecessarily.

According to a fifth aspect of the present invention, in the vehicle control device according to the fourth aspect , the cumulative wear amount stored separately for each of the assist controls and for each of the opening regions is set for the corresponding assist control. It is determined whether or not the wear limit value is exceeded, and when the cumulative wear amount is greater than or equal to the wear limit value, the throttle valve provided in the throttle valve mechanism has an opening range corresponding to the cumulative wear amount. The gist is to prohibit the rotating operation.

  According to such a configuration, the throttle valve is prohibited from rotating in the opening range corresponding to the cumulative wear amount that is equal to or greater than the wear limit value, thereby reducing wear of the portion related to the opening range. can do. Further, it is possible not to prohibit the execution of the control with respect to the control in which the throttle valve rotates except the prohibited opening range.

According to a sixth aspect of the present invention, in the vehicle control device according to any one of the first to fifth aspects, an accumulated wear amount associated with the assist control is less than the wear limit value. , and if it is appropriate assist control set reference value or more for using the suppression coefficient greatly limits the control amount of the assist control as the the accumulated wear amount approaches the abrasion limit, the appropriate assist control The gist is to limit the control amount.

  According to such a configuration, when the cumulative wear amount is less than the wear limit value and greater than or equal to the reference value, the control amount is greatly limited as the wear limit value is approached. Thus, the wear of the throttle valve mechanism can be reduced.

The gist of the invention according to claim 7 is that in the vehicle control device according to any one of claims 1 to 6 , the notification is performed when the cumulative wear amount is equal to or greater than the wear limit value. To do.
According to such a configuration, since the notification is performed when the accumulated wear amount is equal to or greater than the wear limit value, it is possible to notify the driver or the like of the replacement time of the parts provided in the throttle valve mechanism.

The block diagram which shows the structure about 1st Embodiment which actualized the control apparatus of the vehicle concerning this invention. The perspective view which shows the partially broken perspective structure of the throttle valve mechanism with which the same control apparatus is provided. The conceptual diagram which shows the storage aspect of the accumulated wear amount information stored in the control part with which the same control apparatus is provided. The conceptual diagram which shows the storage aspect of the wear limit value information stored in the control part. (A)-(c) is a graph which shows the relationship between a cumulative wear amount and a wear limit value. The flowchart which shows the process sequence of the abrasion amount management process performed by the control part. The flowchart which shows the process sequence of the restriction | limiting determination process performed by the control part. The flowchart which shows the process sequence of the abrasion amount update process performed by the control part. The conceptual diagram which shows the storage aspect of the accumulated wear amount information stored in the control part about 2nd Embodiment which actualized the control apparatus of the vehicle concerning this invention. The conceptual diagram which shows the storage aspect of the wear limit value information stored in the control part. The conceptual diagram which shows the storage state of the accumulation execution time information stored in the control part about 3rd Embodiment which actualized the control apparatus of the vehicle concerning this invention. The conceptual diagram of the criterion map stored in the control part. The flowchart which shows the process sequence of the restriction | limiting determination process performed by the control part. The flowchart which shows the process sequence of the restriction | limiting determination process performed by the control part.

(First embodiment)
Hereinafter, a first embodiment of a vehicle control device according to the present invention will be described with reference to FIGS.

  As shown in FIG. 1, an internal combustion engine 10 mounted on a vehicle has an intake passage 11, a combustion chamber 12, and an exhaust passage 13 connected in order. The intake pipe 14 constituting the intake passage 11 is provided with a throttle valve mechanism 20 that adjusts the amount of intake air supplied to the combustion chamber 12.

  As shown in FIG. 2, the throttle valve mechanism 20 includes a throttle motor 22 whose output shaft is supported by a housing 26. A spur gear 23 is fixed to the output shaft of the throttle motor 22. The spur gear 23 meshes with a two-stage gear 24 that is rotatably supported by the housing 26. Of the two-stage gear 24, the upper large-diameter gear meshes with the spur gear 23, and the lower small-diameter gear rotates following the upper large-diameter gear. The small diameter gear meshes with the valve gear 25 that is rotatably supported by the housing 26.

  The valve gear 25 has teeth formed in a predetermined range in the circumferential direction, and is fixed to the end of the valve shaft 27 of the throttle valve 21. The valve gear 25 is provided with a restriction piece 25a for restricting the rotation angle of the throttle valve 21, and the restriction piece 25a is brought into contact with a protrusion 26a formed on the housing 26, whereby the valve gear 25 The rotation angle is limited to a predetermined range.

  The valve shaft 27 is pivotally supported by the housing 26 at the base end portion. A circular valve body 29 is integrally formed at the tip of the valve shaft 27, and one end where the valve body 29 is formed is supported so as to be rotatable with respect to the intake pipe 14 (see FIG. 1). The valve body 29 rotates in both directions between a fully closed position where the circular side surface is orthogonal to the axial direction of the intake pipe 14 and a fully opened position where the side surface is parallel to the axial direction. A return spring 28 that urges the throttle valve 21 to the fully closed position is provided in the middle of the valve shaft 27.

  In such a throttle valve mechanism 20, when the throttle motor 22 is driven, the rotational force of the motor is transmitted to the second gear 24 via the spur gear 23, and further decelerated by the second gear 24 and the valve gear 25. Is transmitted to the valve shaft 27. The throttle valve 21 rotates to a predetermined opening degree while the rotation angle is regulated by the regulating piece 25a of the valve gear 25. By adjusting the opening degree in this way, the flow passage area through which the intake air flows in the intake passage 11 is changed, and the amount of air supplied to the combustion chamber 12 is adjusted.

As shown in FIG. 1, the throttle valve mechanism 20 is provided with a throttle position sensor 30 to detect the opening degree of the throttle valve 21.
In the internal combustion engine 10, various controls such as adjustment of the opening degree of the throttle valve 21 and control of the amount of fuel supplied to the combustion chamber 12 are executed by the control unit 31. The control unit 31 includes a CPU, a RAM, a ROM, an input / output interface, and the like, and programs for executing various controls are stored in the ROM.

  The control unit 31 receives an intake air temperature detection signal and an intake air flow rate detection signal from an intake air temperature sensor 35 that detects the temperature of the intake air flowing through the intake passage 11 and an air flow meter 36 that detects the intake air flow rate. Further, a water temperature detection signal is input to the control unit 31 from a water temperature sensor 37 that detects the temperature of the cooling water of the internal combustion engine 10.

  Further, the control unit 31 receives an accelerator opening detection signal from an accelerator position sensor 38 that detects the amount of depression of the accelerator pedal by the driver. Also, detection signals are input from a rotation speed sensor 39 that detects the engine rotation angle of the internal combustion engine, a brake switch 41 that detects whether or not the brake pedal is depressed, and the like.

  Further, the control unit 31 determines the amount of air supplied to the combustion chamber 12 based on the detection signals of the accelerator position sensor 38, the brake switch 41, and the rotational speed sensor 39, and the like in accordance with the engine operating state according to the time. Thus, a target flow rate of the air flowing through the intake passage 11 is set, and the throttle valve 21 is controlled to have an opening corresponding to the target flow rate.

  Further, the control unit 31 determines the fuel supplied from the injector so that the ratio of air to fuel supplied to the combustion chamber 12 becomes a predetermined air-fuel ratio based on the intake flow rate detection signal from the air flow meter 36. Adjust the amount.

  By the way, according to the setting of the target air flow rate, the operation of the throttle valve mechanism 20 is repeated, so that wear of each component of the throttle valve mechanism 20 gradually proceeds. For example, with the rotation of the throttle motor 22 shown in FIG. 2, the spur gear 23 and the two-stage gear 24 fixed to the output shaft are repeatedly meshed so that the tips and side surfaces of the teeth are worn, and the valve gear The teeth of the 25 teeth are also gradually engaged with the two-stage gear 24, so that the wear of the tips and side surfaces gradually proceeds. As the restricting piece 25a of the valve gear 25 is repeatedly brought into contact with the protrusion 26a of the housing 26, the wear gradually proceeds. The same applies to the shaft of the valve gear 25 and the bearing formed on the housing 26 and the bearing formed on the valve shaft 27 and the housing 26. Each part of these throttle valve mechanisms 20 has sufficient resistance, and wear of each part gradually proceeds as described above, so that a situation where parts need to be replaced is not reached in a short period of time. However, in order to promote the extension of the service life of these parts, it is desirable to reduce the wear rate of each part constituting the throttle valve mechanism 20 as much as possible.

  Therefore, in the present embodiment, the control unit 31 calculates and accumulates the wear amount separately for vehicle control that is not directly related to the vehicle basic performance and for a plurality of wear points of the throttle valve mechanism 20, and the accumulated value is accumulated. Remember as. When the cumulative wear amount exceeds the wear limit value set for the vehicle control, the corresponding vehicle control is prohibited. The vehicle control subject to this prohibition is other than the control related to the basic control of the vehicle such as acceleration control based on the accelerator operation such as depression of the accelerator pedal, deceleration control based on the brake operation such as depression of the brake pedal, turning, etc. This is control for assisting driving or driving of the vehicle, and control for keeping the vehicle state in a good state (hereinafter referred to as assist control).

The control that is the target of the assist control can be set as appropriate according to the vehicle type and the like, but the following control can be targeted, for example.
・ Cruise control control ・ VSC (Vehicle stability control)
・ Dashpot control during deceleration ・ Intake flow rate adjustment control in light load range of internal combustion engine ・ Nonlinear control during acceleration ・ Air quantity coordinated control of variable valve system ・ Torque control during shift of automatic transmission ・ Deceleration transient Catalyst deterioration suppression control during the period ・ Intake pipe negative pressure suppression control during fuel cut Among these, cruise control control maintains a constant vehicle speed or a constant value according to the operation of the operation switch (not shown) by the driver. This is a control for accelerating and decelerating at a ratio, and the throttle opening is changed in accordance with control for maintaining the vehicle speed, acceleration / deceleration, and the like.

  VSC is control which ensures the stability of a vehicle body or a wheel by controlling the braking force of each wheel independently according to the skid state of a vehicle body or a wheel. When it is determined that the skid state is large, the braking force of each wheel is controlled independently, and the throttle opening is reduced to ensure stability and the vehicle is decelerated.

  The dashpot control at the time of deceleration is a control for alleviating a shock that occurs when the throttle valve 21 is fully closed at the time of deceleration, and the rotation speed of the throttle valve 21 is controlled when the brake pedal is depressed. Adjust it to be gentle.

  The intake air flow rate adjustment control in the light load region is a control to increase the air amount in order to suppress the unstable combustion state of the air-fuel mixture when the vehicle is traveling at a high speed and light load, such as when driving downhill. Thus, the throttle valve 21 is adjusted to the valve opening side position.

  The nonlinear control at the time of acceleration is a control for making the throttle opening calculated with respect to the depression amount of the accelerator pedal non-linear in order to moderate the torque change of the internal combustion engine 10. The air quantity cooperative control of the variable valve system is a control that corrects the air quantity by adjusting the throttle opening when the operating angle of the intake valve in the variable valve system changes.

  The torque control at the time of shifting of the automatic transmission is a control for smoothly executing the shifting of the automatic transmission.For example, when shifting down, the output torque is increased by increasing the throttle opening, Reduce shift shock. The catalyst deterioration suppression control is a control for suppressing catalyst deterioration resulting from combustion of incomplete combustion gas and unburned gas generated during deceleration in the catalytic converter. The amount of air is controlled by adjusting the degree.

  And, the intake pipe negative pressure suppression control at the time of fuel cut is that the throttle opening is adjusted in order to prevent the combustion chamber 12 from becoming negative pressure by driving the blow-by gas reduction device when the fuel is cut. It is control to do.

  If it is determined that the execution of these assist controls has been started, the control unit 31 is based on the throttle opening degree detection signal acquired from the throttle position sensor 30, the operating speed of the throttle valve 21, acceleration, angular velocity, opening / closing inversion count, etc. Is calculated. Furthermore, the control unit 31 uses the wear amount estimation formula obtained by experiments or the like for each wear location based on the operation amount, and calculates the wear amount Qxy that has progressed as a result of execution of the assist control. Calculate separately.

  In addition, the control unit 31 acquires operating environment information of the throttle valve mechanism 20. The operating environment information is an intake air temperature detection signal input from the intake air temperature sensor 35 and a water temperature detection signal input from the water temperature sensor 37. When at least one of the intake air temperature and the water temperature is high, the temperature around the throttle valve mechanism 20 is also high, and the wear rate of parts of the throttle valve mechanism 20 is high. Based on the operating environment information, the control unit 31 corrects the wear amount Qxy calculated based on the operation amount of the throttle valve mechanism 20 using a correction formula or a map for performing correction obtained in advance through experiments or the like. .

  Further, the control unit 31 stores cumulative wear amount information DA1 as shown in FIG. 3 in a nonvolatile memory such as an EEPROM. Cumulative wear amount information DA1 includes control X (X = 1 to M) such as “control 1”, “control 2”... “Control M”, and “wear point 1”, “wear point 2”,. A cumulative wear amount Axy is provided separately from the wear point Y (Y = 1 to N) such as “wear point N”.

  Here, the control X indicates the type of assist control. For example, “control 1” corresponds to the cruise control described above, and “control 2” corresponds to VSC. Further, for example, “wear point 1” corresponds to the spur gear 23 fixed to the output shaft of the throttle motor 22, and “wear point 2” corresponds to the upper gear of the two-stage gear 24. When the control unit 31 calculates and corrects the wear amount Qxy for each wear point Y with respect to the executed assist control, the control unit 31 adds the calculated wear amount Qxy to each accumulated wear amount Axy corresponding to the assist control. As a result, the cumulative wear amount Axy is updated. Each accumulated wear amount Axy is stored without being erased even after the ignition switch is turned off.

  Further, as shown in FIG. 4, the control unit 31 stores the wear limit value information DC in a nonvolatile memory such as an EEPROM. The wear limit value information DC has a wear limit value Cxy set separately for each control X and each wear point Y. Each wear limit value Cxy corresponds to each cumulative wear amount Axy shown in FIG. The wear limit value Cxy is set according to the ease of progress of wear at each wear spot, that is, according to the wear speed peculiar to the wear spot, and set according to the priority of control. For example, when the priority of VSC is set higher than cruise control, the wear limit value Cxy belonging to VSC is made larger than the wear limit value Cxy belonging to cruise control control. As a result, the VSC is less susceptible to restrictions than cruise control control. Thus, since the wear limit value Cxy is set according to the priority of control, the value may differ depending on the vehicle type or the like, and can be set as appropriate.

  The control unit 31 compares the cumulative wear amount Axy with the wear limit value Cxy set for each of the cumulative wear amounts Axy, and sequentially determines whether the cumulative wear amount Axy is greater than or equal to the wear limit value Cxy. . For example, as shown in the graphs of FIGS. 5A to 5C, the control X belongs to “control 1” and corresponds to “wear point 1”, “wear point 2”, and “wear point 3”, respectively. The cumulative wear amounts A11 to A13 increase as the cumulative control execution time obtained by accumulating the times when the assist control of “control 1” is executed increases. The control unit 31 determines whether or not there is a cumulative wear amount Axy that is greater than or equal to the wear limit values C11 to C13 among the cumulative wear amount Axy. When it is determined that the cumulative wear amount A13 is equal to or greater than the wear limit value C13 as shown in FIG. 5C, at least a part of “control 1” is prohibited. For example, when “control 1” is cruise control control, execution of cruise control control is prohibited, or only control for maintaining a constant vehicle speed is performed, control for accelerating by designating a constant acceleration, and constant control Add a restriction that the control to decelerate by specifying the deceleration is not executed. Alternatively, a restriction is imposed such that only control in which wear of “wear point 3” progresses is prohibited. At this time, the other controls 2 to N are not limited unless the cumulative wear amount Axy corresponding to these controls is equal to or greater than the wear limit value Cxy.

  Therefore, even if the cumulative wear amount A21 of “wear point 1” corresponding to VSC is larger than the cumulative wear amount A11 of “wear point 1” corresponding to cruise control control, the former cumulative wear amount A21 corresponds. If it is smaller than the limit value C21 and the latter cumulative wear amount A11 is equal to or greater than the corresponding wear limit value C11, only the cruise control control is limited.

Next, the operation of the control device configured as described above will be described in accordance with the processing procedure shown in FIGS.
First, in the wear amount management process shown in FIG. 6, the control unit 31 waits for the ignition switch to be turned on according to the wear amount management program (step S1), and inputs an on signal from the ignition switch. Then (YES in step S1), after initializing some of the variables used for the control, a restriction determination process is performed (step S2).

  As shown in FIG. 7, in this restriction determination process, the control unit 31 sets “1” to the variable “control X” and also sets “1” to the variable “wear point Y”. (Step S2-1). Then, the cumulative wear amount A11 and the wear limit value C11 corresponding to “control 1” and “wear point 1” are read from the nonvolatile memory and the ROM, respectively (step S2-2).

  When the cumulative wear amount A11 and the wear limit value C11 are read, the control unit 31 determines whether or not the control corresponding to the “control 1” and “wear point 1” has already been restricted (step S2). -3). At this time, for example, the control unit 31 stores flags corresponding to “control 1” and “wear point 1” among the control limit flags stored in the non-volatile memory and set separately for each control X and each wear point Y. Reading is performed to determine whether or not the flag is in an ON state (for example, “1”). This control restriction flag indicates whether or not the control and the wear point are restricted by the restriction determination process executed for the previous travel. When the corresponding cumulative wear amount Axy becomes equal to or greater than the wear limit value Cxy, this flag is determined to be restricted and set to the on state.

  When the control unit 31 determines that the control corresponding to “control 1” and “wear point 1” has already been restricted based on the control restriction flag (YES in step S2-3), step S2-6. Proceed to On the other hand, when it is determined that the control corresponding to “control 1” and “wear point 1” is not the restriction target (NO in step S2-3), the process proceeds to step S2-4.

  In step S2-4, the control unit 31 determines whether or not the value of the cumulative wear amount Axy is greater than or equal to the wear limit value C11. If it is determined that the cumulative wear amount A11 is equal to or greater than the wear limit value C11 when “control X = 1” and “wear point Y = 1” (YES in step S2-4), this cumulative wear amount A11 is handled. The control restriction flag is turned on (step S2-5). On the other hand, when control unit 31 determines that cumulative wear amount A11 is less than wear limit value C11 (NO in step S2-4), it determines that control is not restricted and proceeds to step S2-6.

  In step S2-6, it is determined whether or not the wear location Y is the maximum value. If it is determined that wear point Y is not the maximum value (NO in step S2-6), wear point Y is incremented by one (step S2-7), and the process returns to step S2-2. Then, Steps S2-2 to S2-10 are repeated until the wear point Y reaches the maximum value. When the wear point Y reaches the maximum value (YES in Step S2-6), whether the control X is the maximum value or not. Is determined (step S2-8).

  If it is determined in step S2-8 that the control X is not the maximum value (NO in step S2-8), the control unit 31 raises the control X by one and initializes the wear point Y to “1” (step S2-8). S2-9), the process returns to step S2-2.

  Hereinafter, Step S2-2 to Step S2-9 are repeated until the control X and the wear point Y become maximum values and the comparison with the wear limit value Cxy is completed for all cumulative wear amounts Axy. If it is determined in step S2-8 that the control X is the maximum value (YES in step S2-8), the limit determination process is terminated.

  When the restriction determination process is finished, the process returns to step S3 shown in FIG. In step S3, the control unit 31 determines whether there is limited assist control based on the control limit flag. If it is determined that there is no flag set to the on state and there is no limited assist control (NO in step S3), the process proceeds to step S5.

  On the other hand, if it is determined that there is a flag set in the on state in step S3 and there is limited assist control (YES in step S3), the limitation of the assist control and the replacement time of parts are approaching or control is performed. Informing that the restriction has been started is started (step S4). Specifically, the program for executing the restriction of the assist control is stored separately in the ROM or the like for each control or for each control and for each wear part, and the control X and the wear part to be restricted are stored. Each of the programs corresponding to Y is executed.

  The limitation of the assist control includes a case where execution of the entire control is stopped and a case where a part of the control is limited, and the limitation method can be appropriately set. For example, when the cruise control control is set as the control subject to restriction and the “wear point 1” is set as the wear point subject to restriction, the execution of the cruise control control may be stopped. Execution of control for maintaining a constant vehicle speed may be permitted, and control for accelerating at a constant acceleration and control for decelerating at a constant current speed may be stopped.

  Moreover, the limitation of the assist control may be performed uniformly regardless of the wear location, or may be different depending on the wear location, and the restriction method can be set as appropriate. For example, the cruise control control may be stopped regardless of which wear location is set as the restriction target. When the restriction target is set to “wear location 1”, “wear location 1” You may make it prohibit the control in which wear advances especially.

  In addition, in order to notify a driver or the like that the time for replacement of parts is approaching, the notification blinks the dedicated indicator lamp 45 or displays information for notifying the in-vehicle monitor of the restriction content. When the restriction and notification are started in this way, the process proceeds to step S5.

  In step S5, after the ignition switch is turned on, the control unit 31 determines whether at least one of the assist controls to be restricted is started. For example, it is determined that the cruise control control is started when an ON signal is input from an operation switch operated by the driver to execute the cruise control control. Further, based on the yaw rate of the vehicle and the G sensor (not shown), it is determined that VSC has started when it is determined that the side slip state of the vehicle body or wheels is large.

  If it is determined in step S5 that the assist control is not started (NO in step S5), the process proceeds to step S12, and it is determined whether or not the ignition switch is turned off. If the ignition switch is not turned off (NO in step S12), the process returns to step S5, and steps S5 and S12 are repeated until assist control is started. When the ignition switch is turned off without starting the assist control (YES in step S12), the wear amount management process shown in FIG. 6 is terminated. At this time, the control limit flag and the accumulated wear amount information DA1 stored in the nonvolatile memory are not deleted.

  If it is determined that the assist control has been started (YES in step S5), a wear amount update process is performed (step S6). When a plurality of assist controls are started, the wear amount update process for the next assist control is performed after the wear amount update process for one assist control is completed.

  As shown in FIG. 8, in this wear amount update process, the control unit 31 starts measuring the control execution time Tdx associated with the started assist control (step S6-1). Further, the control unit 31 acquires the operation amount based on the throttle opening degree and the operation environment information based on the intake air temperature detection signal, the water temperature detection signal, and the like from each sensor (step S6-2). The operation amount is a numerical value obtained by calculating the operation speed, acceleration, angular velocity, opening / closing determination count, etc. of the throttle valve 21 from the throttle opening detection signal and the control execution time Tdx. Then, based on the acquired operation amount, the wear amount Qxy corresponding to the started assist control is calculated for each wear location Y (step S6-3). At this time, each wear amount Qxy by the assist control is calculated separately for each wear location Y by using each wear amount estimation formula set in the wear amount management program as described above.

  When the wear amount Qxy is calculated, the control unit 31 corrects each wear amount Qxy calculated in step S6-3 based on the acquired operating environment information and the correction formula or map (step S6-4). When at least one of the intake air temperature and the water temperature is high, the wear rate of each wear point Y increases. In such a case, correction is performed to increase the wear amount Qxy.

  When the wear amount Qxy is corrected separately for each wear location Y, the control unit 31 adds the corrected wear amount Qxy to each accumulated wear amount Axy corresponding to the started assist control (Axy = Axy + Qxy) (step S33). S6-5). Then, the control unit 31 stores the accumulated wear amount Axy in the accumulated wear amount information DA1 of the nonvolatile memory (step S6-6), ends the wear amount update process, and performs step 7 shown in FIG.

  In step S7, it is determined whether or not the assist control determined to have been started in step S5 has ended. If it is determined that the assist control has not ended (NO in step S7), the process returns to step S6, and the wear amount update process is repeated. That is, the wear amount update process is repeatedly updated at substantially constant time intervals from the start to the end of the assist control. In this way, by repeatedly updating the wear amount during the execution of the assist control, changes in the intake air temperature and the water temperature are reflected in the calculation of the wear amount, so that the wear amount can be calculated more accurately.

  On the other hand, if it is determined in step S7 that the assist control has ended (YES in step S7), the control unit 31 stops measuring the control execution time Tdx that has been started after the assist control is started (step S8). . Then, using the updated cumulative wear amount Axy, a limit determination process is performed in the same manner as in step S2 (step S9).

  When the restriction determination process in step S9 is completed, the control unit 31 reads the control restriction flag stored in the nonvolatile memory, and determines whether or not there is a restricted control as in step S3 (step S10). . If there is a flag that is turned on among the read control restriction flags, it is determined that there is restricted control (YES in step S10), and restriction and notification of the assist control is started in the same manner as in step S4. (Step S11), the process proceeds to Step S12. Further, when the control unit 31 determines that there is no control restricted in step S10 (NO in step S10), the process proceeds to step S12 without performing new restriction and notification.

  In step S12, as described above, the control unit 31 determines whether or not the ignition switch is turned off. If it is determined that the ignition switch is not turned off (NO in step S12), the process returns to step S5 and waits until the assist control is newly started. In addition, when a plurality of assist controls are simultaneously executed, one assist control is finished, and the other assist control is continued, steps S6 to S7 are executed for the ongoing assist control, and a new one is added. Wait for the start of the assist control. On the other hand, when control unit 31 determines that the ignition switch is turned off in step S12 (YES in step S12), the wear amount management process shown in FIG. 6 is terminated. At this time, among the parameters used in the above processing, parameters such as the control execution time Tdx and the wear amount Qxy are sequentially calculated when the ignition switch is turned off (after step S12) or when the ignition switch is turned on. Is initialized (after step S1). The cumulative wear amount Axy and the control limit flag are not initialized but are stored in the nonvolatile memory.

As described above, according to the vehicle control apparatus of the first embodiment, the following effects can be obtained.
(1) The control unit 31 accumulates the amount of wear that is worn at the wear portion by executing assist control separately for each vehicle control (assist control) that does not directly affect the vehicle basic performance such as acceleration and deceleration, and for each wear portion. Axy was accumulated and stored. Also, the wear limit value Cxy corresponding to each cumulative wear amount Axy is set according to the priority of the assist control, etc., and when there is a cumulative wear amount Axy that is greater than or equal to the wear limit value Cxy, the cumulative wear amount Axy is included in the cumulative wear amount Axy. At least a part of the corresponding assist control is prohibited. That is, in a situation where it is estimated that any part constituting the throttle valve mechanism 20 is worn, the restriction target is limited to the assist control without uniformly restricting all the vehicle controls, and the wear limit value Cxy. The limitation is imposed only on the assist control corresponding to the cumulative wear amount Axy as described above. Therefore, since control related to the vehicle basic performance is not prohibited, a decrease in vehicle basic performance such as acceleration and deceleration can be suppressed. Moreover, since the value of each wear limit value Cxy corresponding to each assist control can be adjusted according to the priority of those controls, it is difficult to limit the assist control with a high priority. be able to. Therefore, it is possible to reduce the wear of the throttle valve mechanism while suppressing the deterioration of the basic vehicle performance.

  (2) Since the control unit 31 accumulates and stores the accumulated wear amount Axy for each vehicle control and for each wear location, the wear state of the throttle valve mechanism 20 can be grasped for each wear location. it can. This makes it possible to distinguish, for example, a state where some wear points have progressed extremely and reached the wear limit, and a state where all parts are slightly worn, and only when there is a wear point that has reached the wear limit. At least a part of the assist control can be prohibited. For this reason, when the wear of each wear part has progressed slightly and there is no wear part that has reached the wear limit, the execution of the assist control can be permitted and not prohibited unnecessarily.

  (3) Since the control unit 31 performs notification when the cumulative wear amount Axy is equal to or greater than the wear limit value Cxy, the control unit 31 notifies the driver and the like of the replacement time of the parts provided in the throttle valve mechanism 20. be able to.

(Second Embodiment)
Next, a second embodiment embodying the present invention will be described with reference to FIGS. In the second embodiment, the cumulative wear amount calculation method of the first embodiment and the wear limit value corresponding to the cumulative wear amount are merely changed. Description is omitted.

  As shown in FIG. 9, the cumulative wear amount information DA2 of the present embodiment includes the opening range Z (Z = 1 to K) as a valve attribute of the throttle valve mechanism 20 in addition to the control X (X = 1 to M). In addition, the cumulative wear amount Axz is included. The opening range Z is the opening of the valve body 29 of the throttle valve 21 and indicates an angle range from the fully closed position (0 °) and is continuous with each other. For example, “opening region 1” is “0 ° to 20 °”, “opening region 2” is “over 20 ° to 40 ° or less”, and “opening region 3” is “over 40 ° to 60 ° or less”. It is. For example, the cumulative wear amount A11 belonging to “opening region 1” of “control 1” indicates the amount of wear when the throttle valve 21 rotates in the “opening region 1” range in “control 1”. . For example, if the frequency with which the throttle valve 21 rotates through the “opening region 1” is large, the cumulative wear amount A11 also increases. Further, the cumulative wear amount A12 belonging to “opening region 2” of “control 1” indicates the amount of wear when the throttle valve 21 rotates in the range of “opening region 2” in “control 1”. .

  Further, as shown in FIG. 10, the wear limit value information DC <b> 2 has a wear limit value Cxz separately for the control X and for the opening range Z. That is, the wear limit value Cxz can be set arbitrarily according to the use frequency and importance of the opening range Z in a normal running state. For example, when “0 ° or more and 10 ° or less” is the most frequently used control related to the basic control, the wear limit value Cxz is set to a small value so that the wear in the assist control is easily limited. The speed of progress may be reduced.

  Next, the operation of the control device of this embodiment will be described according to the processing procedure. In this embodiment, the procedure of the wear amount management process shown in FIG. 6 is the same as that of the first embodiment, and the limitation determination process and the wear amount update process differ only in the parameters used for these processes and the limit method. ing.

  First, the wear amount update process (step S6) shown in FIG. 8 will be described. In step S6-1, measurement of the control execution time Tdx is started. In step S6-2, the control unit 31 obtains a throttle opening detection signal from the throttle position sensor 30, and calculates an operation amount such as the rotation range of the throttle valve 21, the number of opening / closing determinations, the operating speed, the acceleration, and the angular speed. In addition, the operating environment information is acquired.

  In step S6-3, the wear amount Qxy is calculated separately for each vehicle control and each opening region based on the operation amount using the wear equation set separately for each control X and each opening region Z. For example, when the rotation range of the throttle valve 21 detected by the throttle position sensor 30 includes “opening region 1” and “opening region 2”, “opening region 1” and “opening region 2” Wear amounts Qx1 and Qx2 corresponding to "

  Then, the control unit 31 corrects the wear amount Qxz calculated in Step S6-3 based on the operating environment information (Step S6-4), and adds the corrected wear amount Qxz to the corresponding cumulative wear amount Axz and updates it. (Step S6-5). Further, the updated cumulative wear amount Axz is stored in the cumulative wear amount information DA2 (step S6-6).

  Next, the restriction determination process shown in FIG. 7 will be described. In step S 2-1, “1” is set in the control X, and “1” is set in the opening region Z instead of the wear point Y. In step S2-2, the control unit 31 reads out the cumulative wear amount Axz and the wear limit value Cxz corresponding to the control X and the opening range Z that are the determination targets.

  Then, the control unit 31 repeats Steps S2-2 to S2-9 for the read cumulative wear amount Axz as in the first embodiment, and the limit corresponding to the cumulative wear amount Axz that is equal to or greater than the wear limit value Cxz. Turn on the judgment flag.

  When the limit determination process (steps S2 and S9) ends in this way, the control unit 31 returns to the wear amount management process shown in FIG. 6 and determines whether there is a limited control based on the control limit flag. (Step S3, Step S10). If it is determined that there is an on-state flag among the control restriction flags, restriction and notification are started (steps S4 and S11). At this time, for example, when the control determination flags of “control 1” and “opening range 3” are in the on state, the throttle valve 21 is “open” in each component such as the output shaft of the throttle motor 22, the bearing, and the spur gear. It is presumed that wear has progressed in the region where friction occurs when rotating in the degree region 3 ". For this reason, the execution of the assist control corresponding to the “control 1” is prohibited, or the control such that the throttle valve 21 rotates the “opening region 3” during the execution of the assist control is prohibited. You may permit the control which rotates the range other than the opening degree area | region 3 ". By limiting the specific opening range in this way, it is possible to reduce extreme wear in a specific range of each component.

Therefore, according to the vehicle control apparatus of the second embodiment, the following effects can be obtained in addition to the effects described in the first embodiment.
(5) Since the cumulative wear amount Axz is calculated for each vehicle control and for each opening range, the control unit 31 determines that the cumulative wear amount Axz is equal to or greater than the wear limit value Cxz. Control that suppresses the progress of wear in the opening region corresponding to the amount Axz can be executed. For this reason, of the assist controls that are subject to restriction, only control that advances wear in the restricted opening area is prohibited, and control that does not advance wear in that opening area is restricted. Can not be. Therefore, a decrease in drivability can be suppressed by reducing the vehicle control to which the restriction is applied.

(Third embodiment)
Next, a third embodiment embodying the present invention will be described with reference to FIGS. Note that the third embodiment has a configuration in which the procedure of the restriction determination process of the first embodiment is changed, and thus detailed description of the same parts is omitted.

  In the present embodiment, the control unit 31 stores the accumulated execution time information DT in a nonvolatile memory such as an EEPROM as shown in FIG. The cumulative execution time information DT has a cumulative control execution time TAx separately for each vehicle control. The accumulated control execution time TAx is obtained by accumulating the control execution time Tdx of each assist control, and is stored without being erased even when the ignition switch is turned off. The accumulated execution time information DT is added to the corresponding accumulated control execution time TAx when the measurement of the control execution time Tdx is stopped in step S8 (see FIG. 6). To do.

In the present embodiment, as in the first embodiment, the cumulative wear amount Axy is calculated separately for each control X and each wear point Y, and the cumulative wear amount information DA1 is stored as shown in FIG.
Furthermore, in the present embodiment, the control unit 31 uses the determination reference map M as shown in FIG. 12 instead of the above-described wear limit value information DC as a reference for limiting the assist control. The determination reference map M is stored in the ROM according to vehicle control and wear points, and FIG. 12 shows one of these maps.

  The determination reference map M is based on the wear limit value Cxy, the first reference value Caxy proportional to the cumulative control execution time TAx, and is also proportional to the cumulative control execution time TAx and from the first reference value Caxy. Is divided into four regions by the second reference value Cbxy which is also larger. That is, the first region Z1 that is less than the wear limit value Cxy and less than the first reference value Caxy, and less than the wear limit value Cxy that is greater than or equal to the first reference value Caxy and less than the second reference value Cbxy. The second region Z2, the third region Z3 that is less than the wear limit value Cxy and is equal to or greater than the second reference value Cbxy, and the fourth region that is equal to or greater than the wear limit value Cxy.

  The wear limit value Cxy is a state in which the part corresponding to the wear point Y needs to be replaced, and when the cumulative wear amount Axy becomes equal to or greater than the wear limit value Cxy, the corresponding assist control in general is prohibited. Notification that prompts replacement is started. The first reference value Caxy and the second reference value Cbxy do not prohibit the corresponding assist control, but are values that serve as a reference for performing control such as restriction of the control amount, and determine the control amount. Is the value of The control amount to be suppressed is determined in advance for each vehicle control.

  When the cumulative wear amount Axy is in the first region Z1, the corresponding assist control is not limited, and when it is in the second region Z2, the control coefficient of the corresponding assist control is multiplied by the suppression coefficient α. Limit the amount of control. When the restriction target is cruise control control, for example, the suppression coefficient α is multiplied by acceleration of acceleration control and deceleration of deceleration control. Normally, when acceleration control or deceleration control is executed in cruise control control, acceleration or deceleration is accelerated to a preset speed at a constant acceleration or deceleration, but by multiplying the acceleration and deceleration by a suppression coefficient α. By reducing these values, it is possible to avoid an increase in wear rate due to abrupt operation of the throttle valve mechanism 20.

  When the cumulative wear amount Axy is in the third region Z3, a preset control amount is multiplied by a suppression coefficient β for making the control suppression amount larger than the suppression coefficient α. Thus, in the determination reference map M, the first reference value Caxy and the second reference value Cbxy smaller than the wear limit value Cxy are set, and the control is performed when the cumulative wear amount Axy reaches the respective reference values Caxy and Cbxy. Since the amount is limited, it is possible to lengthen the time until the cumulative wear amount Axy reaches the wear limit value Cxy.

  In general, the amount of wear of the throttle valve mechanism 20 increases as the cumulative travel distance of the vehicle increases, but the values of the reference values Caxy, Cbxy increase as the cumulative control execution time TAx increases. By setting as described above, it is possible to make it difficult to add a restriction in a situation where the normal operation state is continuously executed. That is, in a special driving state in which specific assist control such as cruise control is frequently executed, the cumulative wear amount Axy corresponding to the cruise control control increases in a short time and is easily limited. On the other hand, when the specific assist control is not frequently executed and the normal driving state is continued, a state where no restriction is applied or a state where the control amount is multiplied by a suppression coefficient α which is relatively small Can be maintained. For this reason, the wear of the throttle valve mechanism 20 can be reduced without significantly limiting the control amount of the assist control.

  Next, operation | movement of the control apparatus of this embodiment is demonstrated according to a process sequence. Note that the processing procedure of this embodiment is different from the processing procedure of the first embodiment only in the restriction determination processing in step S2 and step S9 shown in FIG.

  As shown in FIG. 13, in the restriction determination process of the present embodiment, the control unit 31 sets “1” for the control X to be determined and also applies to the wear point Y as in the first embodiment. 1 "is set (step S2-1).

  Then, the control unit 31 reads the accumulated wear amount Axy corresponding to “control 1” and “wear point 1” from the nonvolatile memory (step S2-11), and corresponds to “control 1” and “wear point 1”. The wear limit value Cxy is read based on the determination reference map M to be performed (step S2-12). Further, the cumulative control execution time TAx of “control 1” is read from the nonvolatile memory (step S2-13), and the cumulative control execution is performed using the determination reference map M corresponding to “control 1” and “wear point 1”. Each reference value Caxy, Cbxy corresponding to the time TAx is read (step S2-14).

  Further, as shown in FIG. 14, the control unit 31 determines whether or not the cumulative wear amount A11 is a restriction target based on whether or not the control limit flag corresponding to the cumulative wear amount A11 is turned on. (Step S2-15). If the control restriction flag is on, it is determined that the cumulative wear amount Axy is a restriction target (YES in step S2-15), and the process proceeds to step S2-24.

  On the other hand, when determining that cumulative wear amount A11 is not the restriction target (NO in step S2-15), control unit 31 determines whether cumulative wear amount A11 is greater than or equal to wear limit value C11 corresponding to cumulative wear amount A11. Is determined (step S2-16). If it is determined that cumulative wear amount A11 is greater than or equal to wear limit value C11 (YES in step S2-16), the corresponding assist control is stopped and a flag indicating the wear limit is set to on (eg, “1”) ( Step S2-17). This flag is set separately for vehicle control and for each wear location.

  If it is determined in step S2-16 that cumulative wear amount A11 is less than wear limit value C11 (NO in step S2-16), control unit 31 determines whether cumulative wear amount A11 is greater than or equal to second reference value Cb11. It is determined whether or not (step S2-18). If the cumulative wear amount A11 is equal to or greater than the second reference value Cb11 (YES in step S2-18), the cumulative wear amount A11 is in the third region Z3 and the control limit flag is turned on (step S2- 19) The suppression coefficient β is set as the suppression coefficient multiplied by the control amount (step S2-20), and the process proceeds to step S2-24. On the other hand, when it is determined that cumulative wear amount A11 is less than reference value Cb11 (NO in step S2-18), the process proceeds to step S2-21.

  In step S2-21, the control unit 31 determines whether or not the cumulative wear amount A11 is equal to or greater than the first reference value Ca11. If the cumulative wear amount A11 is equal to or greater than the first reference value Ca11 (YES in step S2-21), the control limit flag is turned on assuming that the cumulative wear amount A11 is in the second region Z2 ( In step S2-22), a suppression coefficient α is set as a suppression coefficient to be multiplied by the control amount (step S2-23), and the process proceeds to step S2-24. On the other hand, when it is determined that the cumulative wear amount A11 is less than the first reference value Ca11 (NO in step S2-21), it is determined that the cumulative wear amount A11 is in the first region Z1, and the assist control is limited. Without proceeding to step S2-24.

  In step S2-24, the control unit 31 determines whether or not the wear location Y as a determination target is the maximum value. If the wear location Y is not the maximum value (NO in step S2-24), the wear location Y is moved up (step S2-26), the process returns to step S2-15, and steps S2-15 to the assist control are performed. Step S2-24 is repeated.

  If it is determined in step S2-24 that the wear point Y is the maximum value (YES in step S2-24), it is determined whether or not the control X is the maximum value (step S2-25). If it is determined that control X is not the maximum value (NO in step S2-25), control X is incremented by one, wear point Y is initialized to "1" (step S2-27), and the process returns to step S2-15. . Steps S2-15 to S2-27 are repeated until the control X reaches the maximum value. When control X reaches the maximum value (YES in step S2-25), the process returns to step S3 or step S10 shown in FIG. The wear management process shown in FIG. 6 is performed in the same manner as in the first embodiment. Further, the assist control is limited when the cumulative wear amount Axy is equal to or greater than the wear limit value Cxy, and the overall control is stopped. In this case, the control amount is suppressed using the set suppression coefficients α and β.

Therefore, according to the vehicle control apparatus of the third embodiment, the following effects can be obtained in addition to the effects described in the first embodiment.
(6) Since the control unit 31 limits the control amount of the assist control using the respective reference values Caxy and Cbxy set so that the value becomes larger as the cumulative control execution time TAx becomes longer, the cumulative wear amount Axy It is possible to reduce the wear of the throttle valve mechanism 20 by extending the time until the wear limit value Cxy is reached. That is, simply by increasing the cumulative travel distance (cumulative operation time), it is difficult to limit the assist control that is the target of limitation. For this reason, in the case of special operation state where specific assist control is frequently executed, control is prohibited or control amount is restricted, and normal operation state is continued for a long time. It is possible to suppress the prohibition of control or the restriction of the control amount.
(Modification)
In addition, you may change each said embodiment as follows.

  In each of the above embodiments, the operating environment information of the throttle valve mechanism 20 is composed of the intake air temperature detection signal acquired from the intake air temperature sensor 35 and the water temperature detection signal acquired from the water temperature sensor 37. Good. The operating environment information may be a detection signal acquired from a temperature sensor other than this.

In each of the above embodiments, as shown in FIG. 3 and FIG. 9, the value of the cumulative wear amount is indicated by a numerical value, but may be a wear level such as “A” or “B”.
In each of the above embodiments, when the cumulative wear amount Axy is equal to or greater than the corresponding wear limit value Cxy, notification is given to notify the necessity of component replacement (step S4 and step S11 shown in FIG. 6). In addition, a notification for notifying that the limitation is applied to the assist control and a notification for notifying the limitation content may be performed.

  In the third embodiment, the wear amount Qxy in the corresponding opening region is calculated according to the rotation range of the throttle valve 21, but the wear in the opening region including the target opening of the throttle valve 21 is calculated. The quantity Qxy may be calculated. For example, when the throttle valve 21 rotates from the fully closed position “0 °” to the target opening “60 °”, the wear amount Qxy is applied only to the opening region Z including “60 °”. May be calculated.

  In the third embodiment, the wear amount Qxy is calculated separately for each vehicle control and wear location specified in advance. However, the wear amount Qxy is calculated separately for each vehicle control and each opening degree region. May be.

  In each of the above embodiments, the accumulated wear amount Axy is stored separately for each vehicle control and for each valve attribute such as the wear location and throttle opening, and it is determined whether or not the accumulated wear amount Axy is greater than or equal to the wear limit value. Thus, it is determined whether or not at least part of the control is prohibited. In addition to this, it may be further determined whether or not the total sum of other cumulative wear amounts Axy for vehicle control is greater than or equal to a predetermined value. Then, when the total sum of the cumulative wear amount Axy is equal to or greater than a predetermined value, the overall control may be prohibited.

In each of the above embodiments, the cumulative wear amount Axy is stored separately for each wear location or for each opening region, but other parameters may be used.
In each of the above embodiments, the cumulative wear amount Axy is stored separately for a plurality of wear points or for a plurality of opening regions in addition to the type of control, but the cumulative wear amount Axy is at least a vehicle control. It only has to be stored separately.

  DESCRIPTION OF SYMBOLS 10 ... Internal combustion engine, 11 ... Intake passage, 12 ... Combustion chamber, 13 ... Exhaust passage, 14 ... Intake pipe, 20 ... Throttle valve mechanism, 21 ... Throttle valve, 22 ... Throttle motor, 30 ... Throttle position sensor, 31 ... Control 35, intake air temperature sensor, 36 ... air flow meter, 37 ... water temperature sensor, 38 ... accelerator position sensor, 39 ... rotational speed sensor, 41 ... brake switch, 45 ... indicator lamp.

Claims (7)

In a vehicle control device that controls the drive of a throttle valve mechanism,
When the throttle valve mechanism is driven in a manner that does not correspond to the operation amount of the accelerator pedal and the brake pedal, and the assist control is executed to assist the vehicle running or the driver, the throttle valve mechanism accompanying the execution of the assist control is executed. Wear amount of
The calculated wear amount is accumulated and stored as a cumulative wear amount in association with the assist control ,
The accumulated wear amount, when it is set wear limit value or more for the appropriate assist control, the vehicle control apparatus and inhibits at least a portion of the assist control corresponding to the accumulated wear amount.   Cruise control control,
  Vehicle stability control,
  Dashpot control during deceleration,
  Intake flow rate adjustment control in the light load region of the internal combustion engine,
  Non-linear control during acceleration,
  Air volume coordinated control of variable valve system,
  Torque control during shifting of the automatic transmission,
  Catalyst deterioration suppression control during the deceleration transition period,
  At least one of intake pipe negative pressure suppression control during fuel cut is executed as the assist control.
The vehicle control device according to claim 1. When the assist control is executed, a wear amount is calculated separately for a plurality of wear points provided in the throttle valve mechanism,
It is determined whether or not a cumulative wear amount obtained by accumulating the calculated wear amount is equal to or greater than a wear limit value set for the corresponding assist control and the wear location,
3. The vehicle control device according to claim 1, wherein when the cumulative wear amount is equal to or greater than the wear limit value, at least a part of the assist control corresponding to the cumulative wear amount is prohibited. When the assist control is executed, the wear amount is calculated separately for a plurality of opening regions of the throttle valve provided in the throttle valve mechanism,
It is determined whether or not a cumulative wear amount obtained by accumulating the calculated wear amount is equal to or greater than a wear limit value set for the corresponding assist control and the opening range,
3. The vehicle control device according to claim 1, wherein when the cumulative wear amount is equal to or greater than the wear limit value, at least a part of the assist control corresponding to the cumulative wear amount is prohibited. It is determined whether the cumulative wear amount stored separately for each assist control and for each opening region is equal to or greater than the wear limit value set for the corresponding assist control ,
If the accumulated wear amount is the wear limit value or more, the throttle valve provided in the throttle valve mechanism, wherein the opening area corresponding to the accumulated wear amount to claim 4 which is inhibited from being rotated operation Vehicle control device. When the cumulative wear amount accumulated in association with the assist control is less than the wear limit value and greater than or equal to a reference value set for the corresponding assist control , the cumulative wear amount becomes the wear limit value. using a suppression coefficient control amount greatly limits the assist control as it approaches, the control apparatus for a vehicle according to any one of claims 1 to 5 for limiting a control amount of the corresponding assist control. The accumulated wear amount, the control device for a vehicle according to any one of claims 1 to 6 for notifying when the at least wear limit value.

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