JP2008038876A - Controller for throttle valve - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a controller for a throttle valve, which avoids a malfunction of being unreturnable to a fully closed position by an energizing means, and improves control accuracy of the throttle valve. <P>SOLUTION: The controller for the throttle valve is provided with: the throttle valve 13 turnable in both directions from the fully closed position fully closing an intake passage 12; a pulley 21 provided turnable integrally with the throttle valve 13; a first actuator 22 connected to the pulley 21 via wires 27, 28 to turn the pulley 21 in an (a) direction; a first return spring 23 energizing the pulley 21 in a b direction being the opposite direction; a second actuator connected to the pulley 21 via a wire 29 to turn the pulley in the b direction; and a second return spring 25 energizing the pulley 21 in the (a) direction. The operation of at least either the first actuator 22 or the second actuator 24 is controlled such that an opening of the throttle valve 13 based upon the fully closed position is adjusted. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a control device for a throttle valve provided for adjusting an intake air amount of an internal combustion engine.

  In an internal combustion engine mounted on a vehicle, the amount of intake air is adjusted by a throttle valve provided in the intake passage. As a device for adjusting the opening degree of the throttle valve, a throttle valve and an accelerator pedal operated by a vehicle driver are connected by a wire, and the opening degree of the throttle valve is adjusted according to the depression amount of the accelerator pedal. What is adjusted is widely known. In addition, the throttle valve opening is adjusted by controlling the actuator that can pull the wire in the same direction as when the accelerator pedal is depressed, and the driver performs manual operation and automatic operation without the driver's intervention. There is also an automatic driving system that can do this. Other patent documents 1 to 3 exist as prior art documents related to the present invention.

Japanese Patent No. 2593947 JP-A-6-248985 Japanese Patent Laid-Open No. 2002-371897

  In such an automatic operation system, the direction in which the wire is pulled by depressing the accelerator pedal from the fully closed position where the intake passage is fully closed is set in the same direction as the direction in which the wire is pulled by the actuator. The operation of returning the throttle valve in the direction opposite to the direction is performed by a biasing means such as a return spring. For this reason, there is a possibility that the trouble that the throttle valve cannot be returned to the fully closed position by the urging means due to the wire being physically caught by a guide member or the like for guiding the wire or the valve shaft of the throttle valve being fixed to the bearing. There is. Even if such a problem does not occur, frictional force acting on the wire or the valve shaft is generated when the throttle valve returns, so that there is a possibility that the operation for returning the throttle valve will be delayed and the control error will increase.

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a throttle valve control device capable of avoiding the problem that the throttle valve cannot be returned to the fully closed position by the urging means and improving the control accuracy of the throttle valve.

  A control device for a slot valve according to the present invention includes a throttle valve that is rotatable in both directions from a fully closed position that fully closes an intake passage of an internal combustion engine mounted on a vehicle, and a rotating member that is provided so as to be integrally rotatable with the throttle valve. A first actuator coupled to the rotating member via a wire to rotate the rotating member in one direction, and a first actuator that biases the rotating member in the opposite direction when the rotating member rotates in the one direction. A biasing means; a second actuator coupled to the rotating member via a wire to rotate the rotating member in the opposite direction; and the rotating member when the rotating member rotates in the opposite direction. A second urging means for urging in the direction and at least the first actuator and the second actuator so that the opening of the throttle valve is adjusted based on the fully closed position. Also solves the above problems by providing a throttle opening control means for controlling the operation of one actuator (claim 1).

  According to this control device, the direction in which the rotating member is rotated by the first actuator and the direction in which the rotating member is rotated by the second actuator are opposite to each other. For this reason, for example, even when the throttle valve is opened from the fully closed position, the wire of one of the actuators is physically caught by the guide member or the like, or the valve shaft of the throttle valve is fixed to the bearing. By actuating the actuator, the throttle valve can be returned to the fully closed position. Further, the opening / closing operation of the throttle valve can be shared by the actuator used in the direction of opening the throttle valve and the actuator used in the direction of closing the throttle valve. Therefore, compared with the prior art in which the throttle valve is opened by the actuator and the throttle valve is returned to the fully closed position by the urging means, there is no delay in the operation of returning the throttle valve, so that the control accuracy of the throttle valve can be improved. There is.

  In one aspect of the control device of the present invention, the maximum operating force of the first actuator is smaller than the resultant force of the maximum urging force of the first urging means and the maximum operating force of the second actuator, and the second The maximum operating force of the actuator may be configured to be smaller than the resultant force of the maximum urging force of the second urging means and the maximum operating force of the first actuator (Claim 2). According to this aspect, even if any one of the actuators is in a state where the maximum operating force is generated and becomes uncontrollable, the throttle valve can be reliably returned to the fully closed position by the other actuator. In this aspect, when the throttle opening control means is unable to control the actuator while either the first actuator or the second actuator rotates the rotating member, the throttle valve Recovery control is performed to control the operation of either the first actuator or the second actuator so as to return to the fully closed position (Claim 3), and then the opening degree of the throttle valve is It is also possible to control the operation of only one of the other actuators so as to be adjusted. By executing these controls, it is possible to prevent the throttle valve from being kept open even if one of the actuators becomes uncontrollable, and after either one of the actuators becomes uncontrollable Also, the operation can be continued with one of the other actuators.

  The maximum operating force of the second actuator is configured to be greater than the maximum operating force of the first actuator, and the throttle opening control means is configured to control the throttle valve within a range exceeding a predetermined reference opening. When adjusting the opening, when controlling the operation of the first actuator so that the rotating member rotates in the one direction, and adjusting the opening of the throttle valve within a range equal to or less than the reference opening The operation of the second actuator may be controlled so that the rotating member rotates in the opposite direction. In general, response speed is more important than control accuracy in a range exceeding a predetermined reference opening, and control accuracy is more important than response speed in a range below the reference opening. An actuator having a larger maximum operating force improves the control accuracy, while lowering the response speed. According to this aspect, the opening degree of the throttle valve is adjusted by the first actuator having a small maximum operating force in a range exceeding the predetermined reference opening, and the second actuator having a large maximum operating force in a range below the opening degree. To adjust the opening of the throttle valve. Therefore, compared to a mode in which the opening degree of the throttle valve is controlled by a single actuator, both the response speed and the control accuracy can be achieved at a high level throughout the opening degree.

  In one aspect of the control device of the present invention, the control device may further include an operation member that is connected to the rotation member via a wire and that rotates the rotation member in the one direction by an operation by a driver of the vehicle. Claim 6). In this case, the opening degree of the throttle valve can be adjusted by the driver operating the operating member. In addition, when the second actuator is unable to be controlled while rotating the rotating member, the driver can return the throttle valve to the fully closed position by operating the operating member, and then perform provisional operation. Is possible.

  As described above, according to the present invention, the direction in which the rotating member is rotated by the first actuator and the direction in which the rotating member is rotated by the second actuator are opposite to each other. Even if the wire of one of the actuators is physically hooked to the guide member or the like when opened from the position or the valve shaft of the throttle valve is fixed to the bearing, the throttle valve can be operated by operating the other actuator. Can be returned to the fully closed position. In addition, since the opening / closing operation of the throttle valve can be shared by the actuator used in the direction to open the throttle valve and the actuator used in the direction to close the throttle valve, there is no delay in the operation to return the throttle valve. The control accuracy can be improved.

  FIG. 1 shows an embodiment of an internal combustion engine to which a control device for a throttle valve of the present invention is applied. The internal combustion engine 1 is mounted on a vehicle (not shown) as a driving power source, and is configured as a multi-cylinder internal combustion engine having a plurality of cylinders. This vehicle is configured as an automatic driving system capable of performing manual driving by the driver and automatic driving without the driver, which will be described in detail later. The internal combustion engine 1 includes a cylinder block 2 and a cylinder head 3, and a plurality of cylinders 4 (only one is shown in FIG. 1) are formed in the cylinder block 2. Each cylinder 4 accommodates a piston 5 in a reciprocable manner, and each piston 5 is connected to a crankshaft (not shown) via a connecting rod 6. The reciprocating motion of each piston 5 is converted into a rotational motion by the connecting rod 6 and transmitted to the crankshaft.

  The opening of each cylinder 4 is closed by the cylinder head 3, and a combustion chamber 7 is formed above each piston 5. The cylinder head 3 is provided with an intake port 8 and an exhaust port 9 that open to each combustion chamber 7. In order to open and close these ports 8 and 9, an intake valve 10 and an exhaust valve 11 are provided in the cylinder head 3, respectively. An intake passage 12 is connected to the intake port 8 to guide the air filtered by an air cleaner (not shown) to each cylinder 4. A throttle valve 13 and a surge tank 14 are provided in the intake passage 12 respectively. The intake passage 12 is provided with a bypass passage (not shown) connected so as to bypass the throttle valve 13, and an idle speed control valve (not shown) is provided in the bypass passage. As a result, even when the throttle valve 13 is in the fully closed position where the intake passage 12 is fully closed, an appropriate amount of intake air is supplied to each cylinder 4 through the bypass passage by appropriately operating the idle speed control valve. Then, idle operation is performed.

  The throttle valve 13 is supported in the intake passage 12 by a valve shaft 13a so as to be able to rotate in both directions from the fully closed position, and its operation is performed by a throttle operation mechanism 20. 2 and 3 show details of the throttle operating mechanism 20. As shown in these drawings, the throttle operating mechanism 20 includes a pulley 21 as a rotating member provided so as to rotate integrally with the valve shaft 13a of the throttle valve 13, and a pulley 21 that rotates the pulley 21 in the direction a in FIG. 1 actuator 22, a first return spring 23 as a first urging means for urging the pulley 21 in the direction b, which is the opposite direction when the pulley 21 rotates in the direction a from the 0 point in FIG. A second actuator 24 that rotates 21 in the b direction, a second return spring 25 as second biasing means that biases the pulley 21 in the a direction when the pulley 21 rotates in the b direction from the 0 point, And an accelerator pedal 26 as an operation member for rotating the pulley 21 in the direction a by the user's operation. When the pulley 21 is located at the 0 point, the throttle valve 13 is fully closed. Further, when the pulley 21 is rotated approximately 90 ° from the 0 point in the a direction or the b direction, the throttle 13 is fully opened. Therefore, the opening degree of the throttle valve 13 with reference to the fully closed position can be adjusted by appropriately controlling the operations of the actuators 22 and 24. Further, the opening degree of the throttle valve 13 can be appropriately adjusted by operating the accelerator pedal 26 alone or in cooperation with these actuators 22 and 24 by the driver of the vehicle.

  The accelerator pedal 26 is connected to the pulley 21 via a wire 27. The wire 28 of the first actuator 22 is connected to the pulley 21 via the wires 28 and 27 by being connected to the wire 27 of the accelerator pedal 26. The second actuator 24 is connected to the pulley 21 via a wire 29. One end of the first return spring 23 is connected to the vehicle body 100 and displacement from the 0 point to the a direction is restricted by a stopper (not shown). On the other hand, similarly, one end of the second return spring 25 is connected to the vehicle body 100 and displacement from the 0 point to the b direction is restricted by a stopper (not shown). These return springs 23 and 25 are configured such that the pulley 21 is held at the zero point position when no load is applied to the actuators 22 and 24 or the operation force from the accelerator pedal. Since these return springs 23 and 25 may have a well-known configuration, the detailed specific configuration is not shown. The maximum biasing force of the first return spring 23 is smaller than the maximum operating force of the first actuator 22, and the maximum biasing force of the second return spring 24 is smaller than the maximum operating force of the second actuator 24. Yes. Therefore, the pulley 21 can be rotated in the direction a or b in FIG.

  In the throttle operating mechanism 20, the maximum operating force of the first actuator 22 is smaller than the resultant force of the maximum biasing force of the first return spring 23 and the maximum operating force of the second actuator 24, and the maximum operating force of the second actuator 24 is The maximum urging force of the second return spring 25 and the maximum operating force of the first actuator 22 are configured to be smaller than the resultant force. For this reason, if any one of these actuators 22 and 24 is in an uncontrollable state with the maximum operating force generated, in other words, even if the actuator runs away in the operating state, the throttle valve 13 is fully moved by the other actuator. It can be reliably returned to the closed position. Furthermore, since the throttle valve 13 can be opened in the opposite direction by the other actuator, the operation of the internal combustion engine 1 can be continued. Further, the maximum operating force of the second actuator 24 is configured to be larger than the maximum operating force of the first actuator 22. Since the maximum operating forces of the two actuators 22 and 24 are different from each other, these actuators 22 and 24 can be used properly according to the opening range of the throttle valve 13. For example, the first actuator 22 is used in the opening range where the response speed is more important than the control accuracy, and the second actuator 24 is used in the opening range where the control accuracy is more important than the response speed. be able to. As a result, the control accuracy and the response speed can be compatible at a high level in the entire opening range of the throttle valve 13.

  Next, control of the throttle operation mechanism 20 will be described. The operations of the actuators 22 and 24 are controlled by a vehicle control device 30 (FIG. 1) provided as a computer that appropriately controls a vehicle on which the internal combustion engine 1 is mounted. It functions as a control means. The vehicle control device 30 executes various controls such as steering control, brake control, stop control, and departure control as control necessary for executing automatic driving of the vehicle. However, only control related to the throttle operation mechanism 20 will be described here. The vehicle control device 30 is connected to a throttle sensor 31 that is provided on the valve shaft 13 a of the throttle valve 13 and outputs a signal corresponding to the opening degree of the throttle valve 13. The vehicle control device 30 may also serve as an engine control unit that is a computer that appropriately controls the operating state of the internal combustion engine 1.

  FIG. 4 is a flowchart showing an example of a routine for throttle opening control executed by the vehicle control device 30. As described above, the vehicle according to the present embodiment is configured as an automatic driving system capable of executing manual driving by the driver and automatic driving without the driver. Therefore, the vehicle control device 30 determines whether or not the current operation mode is the automatic operation mode in step S1. If it is in the automatic operation mode, the process proceeds to step S2, and if not, that is, if it is in the manual operation mode, the process proceeds to step S3. In step S3, the opening degree control of the throttle valve 13 is permitted by the operation of the accelerator pedal by the driver.

  In step S2, the following control modes 1 to 4 are selectively executed according to the driving state of the vehicle as the control mode of the opening degree control of the throttle valve 13.

(Control mode 1)
In the control mode 1, only the operation of the first actuator 22 is controlled so that the target opening degree of the throttle valve 13 (target opening degree) is obtained. That is, the vehicle control device 30 calculates an appropriate target opening based on the operating state of the internal combustion engine 1, and the first actuator 22 is adjusted so that the actual opening based on the throttle sensor 31 coincides with the target opening. Control the behavior. As a result, the throttle valve 13 is opened and closed by the first actuator 22.

(Control mode 2)
In control mode 2, the first actuator 22 opens the throttle valve 13 in the direction a (FIG. 3), and the second actuator 24 closes the throttle valve 13 in the direction b. In this control mode, the closing operation of the throttle valve 13 can be performed more quickly and reliably than in the control mode 1 in which the closing operation depends on the first return spring 23.

(Control mode 3)
In the control mode 3, contrary to the control mode 2, the second actuator 24 opens the throttle valve 13 in the b direction, and the first actuator 24 closes the throttle valve 13 in the a direction. In this control mode, the throttle valve 13 is opened by the second actuator 24 having a maximum operating force larger than that of the first actuator 22, so that the control accuracy is improved and minute opening degree control can be performed.

(Control mode 4)
In contrast to the control mode 1, the control mode 4 controls only the operation of the second actuator 24 to open and close the throttle valve 13.

  The conditions for proper use of the above control modes 1 to 4 can be set as appropriate. For example, regarding the proper use of the control mode 2 and the control mode 3, the control mode 2 is performed in a range where the target opening exceeds a predetermined reference opening, and the control mode is controlled in a range where the target opening is equal to or less than the reference opening. 3 can be implemented. By performing such proper use, the response speed and the control accuracy are improved over the entire opening compared to the mode in which the opening of the throttle valve 13 is controlled by one actuator as in the control mode 1 and the control mode 4. You will be able to achieve both levels.

  Next, in step S <b> 4, the vehicle control device 30 determines whether an abnormality has occurred in the throttle operation mechanism 20. In this determination, occurrence of an abnormality is determined by detecting any one of the following failure modes. The first failure mode is a failure mode in which the operation of the first actuator 22 is normal, but the wire 28 of the first actuator 22 or the wire 27 of the accelerator pedal 26 is fixed and the wire does not move smoothly. The second failure mode is a failure mode in which the first actuator 22 becomes uncontrollable with the pulley 21 rotated, that is, a failure mode in which the first actuator 22 runs away. The third failure mode is a failure mode that is caused by a failure in which the first actuator 22 becomes inoperable, for example, the power supply to the first actuator 22 is cut off due to disconnection or the like.

  The failure modes for the second actuator 24 are as follows. That is, the fourth failure mode is a failure mode in which the operation of the second actuator 24 is normal but the wire 29 of the second actuator 24 is fixed and the wire does not move smoothly. The fifth failure mode is a failure mode in which the second actuator 24 becomes uncontrollable with the pulley 21 rotated, that is, a failure mode in which the second actuator 24 runs away. The sixth failure mode is a failure mode in which the second actuator 24 becomes inoperable.

  When at least one of these first to sixth failure modes is detected, the control at the time of abnormality in step S5 is executed, otherwise, the process returns to step S2 and the normal automatic operation is executed.

  FIG. 5 is a flowchart showing an example of a control routine for control at the time of abnormality. As shown in this figure, in step S501, the vehicle control device 30 determines whether or not the first actuator 22 has failed. If it has failed, the process proceeds to step S502. If not, the process proceeds to step S505. Proceed with the process. In step S502, it is determined whether the failure mode is the second failure mode described above, that is, whether the first actuator 22 is running away. If the first actuator 22 is running away, the operation of the second actuator 24 is controlled so that the throttle valve 13 returns to the fully closed position in step S503 (recovery control). Then, in the subsequent step S504, the opening degree control of the throttle valve 13 is continued only by the second actuator 24. That is, the opening degree control is performed by switching to the control mode 4 described above. In this case, the opening control is performed by adding the operating force of the first actuator 22 to the output of the second actuator 24 so that the second actuator 24 can overcome the operating force of the first actuator 22. In this control, in a situation where a response speed of the opening degree control of the throttle valve 13 is required, the target vehicle traveling speed may be changed to a low speed. If it is determined in step S502 that it is not runaway, the above-described third failure mode in which the first actuator 22 becomes inoperable has occurred, so the process proceeds to step S504 and the control mode 4 is performed. In this case, the travel speed of the target vehicle may be changed to a low speed in the same manner as described above, but the rate of decrease in the speed may be smaller than that during runaway.

  In step S505, it is determined whether or not the first failure mode described above has occurred, that is, whether or not the wire 28 of the first actuator 22 or the wire 27 of the accelerator pedal 26 is stuck. If it is determined that these wires 28 or 27 are fixed, the process proceeds to step S506, where recovery control is executed by the second actuator 24, and in the subsequent step S507, the reoccurrence of the same failure mode is prevented. From the control modes 1 to 4 described above, the opening degree control is continued in any one of the control modes 2 to 4.

  In step S508, it is determined whether or not the second actuator 24 has failed. If the second actuator 24 has failed, the process proceeds to step S509. If not, the process proceeds to step S512. In step S509, it is determined whether the failure mode is the fifth failure mode described above, that is, whether the second actuator 24 is running out of control. When the second actuator 24 runs away, recovery control is executed by the first actuator 22 so that the throttle valve 13 returns to the fully closed position at step S510, and only the first actuator 22 is executed at the subsequent step S511. Then, the opening control of the throttle valve 13 is continued. That is, the opening degree control is performed by switching to the control mode 1 described above. In this case, the opening control is performed by adding the operating force of the second actuator 24 to the output of the first actuator 22 so that the first actuator 22 can overcome the operating force of the second actuator 24. In this control, in a situation where the control accuracy of the opening degree control of the throttle valve 13 is required, the target vehicle traveling speed may be changed to a low speed. If it is determined in step S509 that it is not runaway, the above-described sixth failure mode in which the second actuator 24 becomes inoperable has occurred, so the process proceeds to step S511 and the control mode 1 is performed. In this case, the travel speed of the target vehicle may be changed to a low speed, but the rate of decrease in the speed may be smaller than that during runaway. When the driver is on the vehicle, instead of step S510 and step S511, the throttle pedal 26 is depressed by depressing an appropriate amount so that the driver can overcome the operating force of the second actuator 24. It is also possible to return the valve 13 to the fully closed position. Then, the driver can perform a provisional driving by depressing the accelerator pedal 26 with a strength stronger than normal, that is, with a strength that can counteract the operating force of the second actuator 24.

  In step S512, it is determined whether or not the fourth failure mode described above has occurred, that is, whether or not the wire 29 of the second actuator 24 is stuck. If it is determined that the wire 29 is fixed, the process proceeds to step S513, where recovery control is executed by the first actuator 22, and in the subsequent step S514, the above-described control is performed from the viewpoint of preventing the same failure mode from recurring. Of the modes 1 to 4, the opening degree control is continued in any one of the control modes 1 to 3.

  As described above, by executing the control shown in FIG. 4 and FIG. 5, it is possible to take appropriate measures corresponding to the above-described failure mode, and to continue the operation with the actuator that operates normally thereafter. . In particular, even when one of the first actuator 22 and the second actuator 24 becomes uncontrollable, it is possible to prevent the throttle valve 13 from being kept open, and after that, either of the other actuators can be prevented. You can continue driving.

  The present invention is not limited to the above embodiment, and can be implemented in various forms within the scope of the gist of the present invention. The rotating member that can rotate integrally with the throttle valve is not limited to the illustrated form, and the present invention can also be implemented using a known lever as the rotating member. In the illustrated embodiment, the first return spring 23 and the second return spring 25 are exemplified as the first urging means and the second urging means. However, the present invention is an elastic body capable of exerting a required urging force regardless of the spring element. Can also be implemented. Although control mode 1 to control mode 4 are illustrated as throttle valve opening control, it is not essential to execute all of these control modes, and a plurality of modes selected from these control modes are appropriately combined and executed. May be. In the above-described embodiment, the accelerator pedal is provided as the operation member in order to allow the driver to participate. However, the present invention can also be applied to an automatic driving system that does not include such an operation member. .

The figure which showed one form of the internal combustion engine to which the control apparatus of the throttle valve of this invention was applied. The structure figure which showed the detail of the throttle operation mechanism. The perspective view which showed the detail of the throttle operation mechanism. The flowchart which showed an example of the routine of throttle opening control. The flowchart which showed an example of the routine of control at the time of failure.

Explanation of symbols

1 Internal combustion engine 12 Intake passage 13 Throttle valve 21 Pulley (rotating member)
22 1st actuator 23 1st return spring (1st biasing means)
24 2nd actuator 25 2nd return spring (2nd biasing means)
26 Accelerator pedal (operation member)
27, 28, 29 Wire 30 Vehicle control device (throttle opening control means)

Claims (6)

  A throttle valve that can rotate in both directions from a fully closed position that fully closes an intake passage of an internal combustion engine mounted on a vehicle, a rotating member that can rotate integrally with the throttle valve, and a wire connected to the rotating member via a wire A first actuator coupled to rotate the rotating member in one direction; a first urging means for urging the rotating member in the opposite direction when the rotating member rotates in the one direction; A second actuator coupled via a wire to rotate the rotating member in the opposite direction; and second urging means for urging the rotating member in the one direction when the rotating member rotates in the opposite direction. And the operation of at least one of the first actuator and the second actuator so that the opening degree of the throttle valve is adjusted based on the fully closed position. Control device for a throttle valve, characterized in that it comprises a throttle opening control means, the the Gosuru.   The maximum operating force of the first actuator is smaller than the resultant force of the maximum biasing force of the first biasing means and the maximum operating force of the second actuator, and the maximum operating force of the second actuator is the second biasing force. 2. The throttle valve control device according to claim 1, wherein the throttle valve control device is configured to be smaller than a resultant force of a maximum urging force of the means and a maximum operating force of the first actuator.   When the throttle opening control means is unable to control the actuator while either the first actuator or the second actuator rotates the rotating member, the throttle valve is moved to the fully closed position. 3. The throttle valve control device according to claim 2, wherein recovery control is performed to control the operation of either the first actuator or the second actuator so as to return.   The said throttle opening control means controls operation | movement of only the said other actuator so that the said opening of the said throttle valve may be adjusted after performing the said recovery control. Throttle valve control device. The maximum operating force of the second actuator is configured to be greater than the maximum operating force of the first actuator;
The throttle opening control means controls the operation of the first actuator so that the rotating member rotates in the one direction when the opening of the throttle valve is adjusted within a range exceeding a predetermined reference opening. In addition, when adjusting the opening degree of the throttle valve within a range equal to or less than the reference opening degree, the operation of the second actuator is controlled so that the rotating member rotates in the opposite direction. Item 2. The throttle valve control device according to Item 1.   The operation member connected to the rotation member via a wire and further rotating the rotation member in the one direction by an operation by a driver of the vehicle. The throttle valve control device described in 1.

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