JP2503409B2 - Throttle control device for internal combustion engine - Google Patents

Description

The present invention relates to a throttle control device for an internal combustion engine that controls a throttle for adjusting the rotation speed of the internal combustion engine, and can be used as, for example, a throttle control device for an internal combustion engine of a vehicle,
The present invention relates to a throttle control device applied to traction control for preventing drive wheel slip during start and acceleration, traveling speed control during traveling, and the like.

[Conventional technology]

Conventionally, in this type of device, there is Japanese Patent Publication No. 51-31915 “Wheel slip prevention device” to prevent the slip of the drive wheel, and when the drive wheel slips at the time of starting and accelerating, the throttle of the carburetor of the engine The engine torque is reduced by reducing the opening.

[Problems to be solved by the invention]

However, this conventional device is an actuator exclusively for slip prevention, and when the throttle opening is forcibly reduced by its operation, the throttle shaft is connected to the accelerator pedal via the accelerator cable. There is a problem that the driving force of the actuator becomes a reaction force and the accelerator pedal is pushed back to give a shock to the driver's foot.

Further, in the above-described conventional technology, there is a problem that the actuator becomes a resistance when the throttle shaft is driven by the accelerator pedal.

Also, in Japanese Patent Laid-Open No. 59-122742 "Throttle valve control device for engine", there is one that adjusts the throttle opening by an actuator, but also for this, when the throttle shaft is driven by the accelerator pedal, the actuator becomes resistance. There was a problem.

On the other hand, the actual constant-speed running device for vehicles of No. 59-81748 has a structure in which the actuator does not become a resistance when the throttle shaft is driven by the accelerator pedal. There has been a problem that the throttle valve is closed too much against the driver's intention, causing the internal combustion engine to malfunction or in the worst case, stopping the internal combustion engine.

In view of the above-mentioned problems of the prior art, the present invention can drive the throttle by both the accelerator and the actuator, and the actuator does not interfere with the throttle drive by the accelerator when the actuator is not operated, while the actuator is not operated. The throttle control device for an internal combustion engine capable of reducing the reaction force applied to the accelerator during the operation of the engine, and further preventing the throttle valve from being excessively closed even when the actuator fails, and maintaining a suitable operation of the internal combustion engine. The purpose is to provide.

[Means for solving problems]

In order to achieve the above object, the present invention provides a throttle member that moves in a predetermined movement range in an acceleration direction and a deceleration direction to increase or decrease the rotation speed of an internal combustion engine, and a throttle member outside the movement range of the throttle member. As an initial position, a contact member is provided so as to be movable from outside the moving range of the throttle member to within the moving range, and contacts the throttle member within the moving range to move the throttle member in the deceleration direction. An actuator that moves the contact member from outside the movement range of the throttle member to within the movement range; and a return unit that returns the contact member to the initial position when the actuator is not operating, An accelerator member which is provided on the speed increasing direction side of the throttle member and moves in the speed increasing direction and the speed decreasing direction in response to an operation of an occupant; The throttle member is biased in the speed-up direction by a force weaker than the driving force in the deceleration direction by the actuator, the throttle member is interlocked with the accelerator member when the actuator is not operated, and the throttle member is operated when the actuator is operated. An accelerating direction urging means for moving the deceleration direction away from the accelerator member, and the actuator includes a clutch means for connecting and disconnecting drive transmission to the abutting member. A technical means called a throttle control device is adopted.

[Action]

According to the above configuration of the present invention, the throttle member is driven by both the actuator and the throttle member.

First, when the actuator is not operating, the throttle member is driven by the accelerator member in the acceleration direction and the deceleration direction. The accelerator member is provided on the speed increasing direction side of the throttle member. When the accelerator member moves in the speed increasing direction, the speed increasing direction urging means drives the throttle member in the speed increasing direction to increase the rotational speed of the internal combustion engine. Is accelerated. When the accelerator member moves in the deceleration direction, the throttle member is driven in the deceleration direction by the accelerator member, and the rotation speed of the internal combustion engine is decelerated. At this time, since the contact member driven by the actuator is driven to the initial position outside the movement range of the throttle member by the returning means, the actuator does not act on the throttle member.
Therefore, the accelerator member is prevented from interfering with the actuator when the throttle member is driven accordingly.

Further, when the actuator is operated, the contact member is driven by the actuator, and the contact member contacts the throttle member to drive the throttle member in the deceleration direction. At this time, since the accelerator member is provided on the speed increasing direction side of the throttle member, movement of the throttle member by the actuator is not directly transmitted to the accelerator member. Therefore, it is possible to reduce the reaction force transmitted from the throttle member to the accelerator member when the actuator operates.

Further, the clutch means provided in the actuator releases the contact member from the driving force of the actuator even when the actuator fails, so that the accelerator member can be moved in the acceleration direction and the deceleration direction by the operation of the occupant.

〔Example〕

FIG. 1 is an overall configuration diagram showing a basic configuration of the present invention, and FIG. 2 is an essential configuration diagram showing a detailed configuration of an essential part thereof.

In FIG. 1 and FIG. 2, reference numeral 1 denotes an actuator, which includes an output shaft 101 that outputs a driving force, an electromagnetic clutch 102, a speed reducer 103, an electric motor 104 of a drive source, and a potentiometer 105 that detects the position of the output shaft. I am configuring. Reference numeral 9 is an accelerator pedal that constitutes an accelerator operation portion, 10 and 11 are control cables, and 12 is a throttle lever connected to the cable 11. A spring 13 pulls a throttle 14 in a closing direction.

A lever portion is arranged between the control cables 10 and 11. A first lever 2 is connected to the other end of a control cable 10 connected to an accelerator pedal 9, and a tension spring 7 pulls the first lever 2.
The auxiliary lever 3 is in contact with the first lever 2 via the spring 6. A second lever 4 connected to the control cable 11 is in contact with the auxiliary lever 3. A third lever 5 is arranged with respect to the second lever 4 with a predetermined gap. The third lever 5 is held at the initial position by the spring 8 and is connected to the output shaft 101 of the actuator 1.

Reference numeral 40 denotes a sensor unit that detects a plurality of wheel speeds, and includes a driven wheel sensor 41 that detects a driven wheel speed and a drive wheel sensor 42 that detects a drive wheel speed. The detection signal from the sensor unit 40 and the angle signal from the potentiometer 105 that detects the rotation angle of the output shaft of the actuator 1 are input to the electronic control unit (hereinafter referred to as ECU) 50, and the ECU 50 sends the control signal to the actuator 1. In addition.

In FIG. 2, the first and second levers 2 and 4 and the auxiliary lever 3 are assembled around the output shaft 101 of the actuator 1 so as to be idle, and the third lever 5 has a nut 15
Is fixed to the output shaft 101. The first lever 2 is connected to a cable 10 connected to an accelerator pedal 9 and is subjected to a force counterclockwise with respect to the actuator 1 (as viewed from the direction A) by a spring 7. The first lever 2 and the auxiliary lever 3 are attached to each other by a spring 6.
Force is applied so that 2a and 3a come into contact with each other. This force is greater than the force that the spring 13 pulls on the second lever 4.

Further, the second lever 4 is connected to the throttle lever 12 by the cable 11, and the throttle lever 12 receives the force in the direction in which the throttle 14 is closed by the spring 13, so that the second lever 4 moves in the counterclockwise direction. Under the force, the surfaces 4c and 3a are in contact with each other.

Further, the third lever 5 fixed to the output shaft 101 is attached by its surfaces 5a and 5b so as to sandwich the surfaces 4a and 4b of the second lever 4, and the second lever 4 is rotated by a normal accelerator operation. Even so, the springs 8 pull the surfaces 4a, 5a and 4b, 5b to positions where they do not come into contact with each other.

Further, 1a and 2c are stoppers for attaching both ends of the spring 7 to the actuator 1 and the first lever 2, 2b and 3b, respectively.
Is a stopper for assembling both ends of the spring 6 to the first lever 2 and the auxiliary lever 3, and 5c and 1b are both ends of the spring 8 for the third lever 5 and the actuator 1, respectively.
It is a stopper to be attached to.

Next, the internal structure of the actuator 1 will be described with reference to FIG. An electromagnetic clutch 102 is mounted around the output shaft 101 so as to be able to idle, and a plate 108 is fixed to the output shaft 101. The clutch plate 106 attracted to the electromagnetic clutch 102 is assembled to the plate 108 via a leaf spring 107. Reference numeral 109 is a terminal for energizing the coil 102a of the electromagnetic clutch 102, and when the coil 102a is excited, the clutch plate 106 is connected to the electromagnetic clutch 102.

The rotation of the motor 104 is transmitted to the electromagnetic clutch 102 via the worm gear 103, and the rotation thereof is transmitted to the output shaft 101 via the clutch plate 106, the leaf spring 107, and the plate 108 when the coil 102a is excited. The shaft 105a of the potentiometer 105 is attached to the output shaft 101,
The rotation angle of the output shaft 101 is detected by the potentiometer 105.

 Next, the operation of the above configuration will be described.

(I) During normal accelerator operation When the driver depresses the accelerator pedal 9, the first lever 2 rotates clockwise via the control cable 10. Further, since the set load of the spring 6 between the levers 2 and 3 is larger than the force of pulling the lever 4 by the spring 13, the auxiliary lever 3 also moves to the surface as the lever 2 rotates.
2a and 3a rotate in the same direction while being stuck together, and since the surface 4c of the lever 4 is also pushed by the surface 3a of the lever 3, the lever 4 also rotates in the same direction, and the throttle lever 12 is connected via the cable 11. Pulled, throttle 14 opens.

If the driver reduces the depression amount of the accelerator pedal 9,
The springs 7, 13 rotate the levers 2, 3, 4 and the throttle lever 12 counterclockwise, and the throttle 14 is closed. Thus, in normal accelerator operation, the throttle 14 is mechanically moved by the accelerator pedal 9, and the throttle opening and the accelerator pedal depression amount always correspond. Also,
Even when the accelerator pedal 9 is not depressed (throttle fully closed state), the surface 4b of the lever 4 and the surface 5b of the lever 5 do not come into contact with each other,
Face 4a of lever 4 and face 5a of lever 5 even when accelerator pedal 9 is fully depressed (throttle fully open state)
Since the lever 5 is pulled by the spring 8 to the position where the actuator 1 does not contact, the output shaft 101 of the actuator 1 is not moved during normal accelerator operation.

(Ii) Slip control Control is performed to prevent the vehicle from losing stability due to excessive slip occurring at the time of starting or accelerating and deteriorating the acceleration. Therefore, the ECU 50 determines the slip of the drive wheels based on the signal from the sensor unit 40, and when the slip occurs, the actuator 1 is instructed to reduce the throttle opening to suppress the engine torque and suppress the slip. When the ECU 50 detects the slip of the driving wheel, the coil 102a is excited to connect the electromagnetic clutch 102 and the clutch plate 106, and the motor 104 outputs the output shaft 10
Rotate 1 counterclockwise. Then, the lever 5 fixed to the output shaft 101 rotates in the same direction, the surface 5a contacts the surface 4a, and thereafter the lever 4 is also pushed by the lever 5 to rotate in the same direction and the throttle 14 is closed by the spring 13. At this time, the lever 3 is pushed by the surface 4c of the lever 4 and rotates counterclockwise, but the lever 2 is depressed because the accelerator pedal 9 is depressed.
Does not rotate counterclockwise, and the faces 2a, 3a of the levers 2, 3 are separated.

When the slip is suppressed, the motor 104 is rotated in the reverse direction and the output shaft 101 is rotated clockwise. Then, the lever 5 rotates in the same direction, but due to the force of the spring 6, the levers 3 and 4 also follow the same direction while keeping the surfaces 3a and 4c and the surfaces 4a and 5a in close contact with each other. The throttle 14 can be opened via the cable 11. When the throttle opening returns to a position corresponding to the accelerator pedal depression amount, the surfaces 2a and 3a stick to each other and the levers 3a and 4a can no longer rotate clockwise, and the surface 4a of the lever 4 and the surface 5a of the lever 5 separate from each other. Here, when the output shaft 101 is further continuously rotated clockwise, the surface 5b contacts the surface 4b and the lever 4 is rotated clockwise, which prevents the throttle opening from becoming larger than the accelerator pedal depression amount. Therefore, the potentiometer indicates that the rotation angle of the output shaft 101 has returned to the original position (normal position).
Detected by 105, further driving of the output shaft 101 in the clockwise direction is prohibited.

When this state continues for a predetermined time (for example, 1 to 5 seconds), the slip is completely suppressed, and the control ends (both the motor and the electromagnetic clutch are turned off).

Further, when the driver suddenly releases his / her foot from the accelerator pedal 9 during the slip control, the surface 2a of the lever 2 and the surface 3a of the lever 3 stick to each other and rotate counterclockwise so that the lever 4 also acts on the spring 13. Rotates in the same direction as the lever 3 and the throttle 14 is closed. At this time, the surfaces 4a and 5a are separated, but since the surfaces 4b and 5b do not come into contact when the lever 4 is returned to the throttle fully closed position, the throttle
14 can be closed immediately.

(Iii) During auto-drive During auto-drive, the coil 102a is excited, the electromagnetic clutch 102 and the clutch plate 106 are connected, and the output shaft 101 is rotated clockwise by the motor. Then output shaft 101
The surface 5b of the lever 5 fixed to the lever 4 comes into contact with the surface 4b of the lever 4, and then the lever 4 is pushed by the lever 5 to rotate clockwise, and the throttle lever 12 is pulled through the control cable 11 to pull the throttle 14 Is opened. This time,
If the accelerator pedal 9 is not depressed, the surface 3a of the lever 3 is separated from the surface 4c of the lever 4, and the levers 2 and 3 are not moved. Therefore, it is possible to maintain the set vehicle speed by adjusting the throttle opening without moving the accelerator pedal.

When the driver tries to accelerate further during auto-drive and depresses the accelerator pedal 9 further, the levers 2 and 3 rotate clockwise via the control cable 10 in the same manner as during normal accelerator operation, and the lever 4 further moves. The throttle 14 can be further opened by being pushed by 3 and rotating in the same direction. At this time, the surface 4b of the lever 4 and the surface of the lever 5
5b leaves. When the vehicle speed exceeds the set vehicle speed due to this acceleration, the motor 104 rotates the output shaft 101 in the counterclockwise direction (direction to close the throttle), but if the output shaft 101 continues to rotate in the counterclockwise direction, the surface 5a eventually becomes the surface 4a. The rotation angle of the output shaft 101 is returned to the original position (normal position) in order to prevent the throttle opening from becoming smaller than the accelerator pedal depression amount by contacting the This is detected by the potentiometer 105, and further driving of the output shaft 101 in the counterclockwise direction is prohibited.

Next, an example of the operation of the ECU 50 will be described with reference to the flowchart of FIG.

First, in steps 200, 201 and 202, the potentiometer 105 of the actuator 1, the driven wheel and the driving wheel sensor 41,
From the signal of 42, the output shaft rotation angle α _O , the driving wheel speed V _W , and the driven wheel speed V _V are calculated. Here, the output shaft rotation angle α _O is the output shaft 101
Rotate clockwise (to close the throttle) to decrease it, and rotate it counterclockwise (to open the throttle) to increase it. When no control is performed, the output angle of the output shaft is α _S due to the spring 8. It has become.

In step 203, it is determined whether or not the auto drive execution mode is set. If it is in the auto drive execution mode, the process proceeds to step 216, the program for the auto drive is executed, and the process returns to step 200. On the other hand, when it is determined in step 203 that the automatic drive execution mode is not set, the process proceeds to step 204, and the slip determination level V _T is created. That is, the driven wheel speed V _V is multiplied by K (K = 1.1 to 2.0) to obtain a speed corresponding to the target slip ratio, and the speed obtained by adding the offset speed V _O (V _O = 1 to 5 km / s) to V _T ( V _T = K · V _V + V _O ).

Next, at step 205, it is judged if the slip control is being executed. If it is determined that the slip control has already been started, the process proceeds to step 208. On the other hand, if it is determined in step 205 that the slip control has not been started yet, the process proceeds to step 206 and slip determination is performed.
If V _W <V _{T in} step 206, control is not performed if slip has not occurred, and the process returns to step 200.

On the other hand, if V _W ≧ V _T is satisfied in step 206, it is determined that slip has occurred in the drive wheels, and the process proceeds to step 207 to start slip control, energize the coil 102a of the actuator 1 and proceeds to step 208. In step 207, the drive speed of the output shaft 101 of the actuator 1 is calculated. For example =
Calculate as A (V _W −V _T ) (A <0). Next step
At 209, it is determined whether is positive or negative, and if ≦ 0, the process proceeds to step 212, and the actuator 1 is instructed to drive the output shaft 101 in the counterclockwise direction (direction to close the throttle) at the speed || Return to.

On the other hand, if> 0 in step 209, move to step 210,
The output shaft rotation angle α _O is compared with the rotation angle α _S without control. If α _O <α _{S, the} routine proceeds to step 211, where it is assumed that the output shaft 101 has not returned to the position before the start of control, and the output shaft 101 is moved to the actuator 1 at the speed | 0 | Instruct to drive in the opening direction) and return to step 200.

On the other hand, if α _O α _{S in} step 210, it is determined in step 213 whether or not this state continues for a predetermined time (for example, 1 to 5 seconds). Step 12
Moving to step 4, it is prohibited to drive the output shaft 101 with respect to the actuator 1. In other words, when passing through step 210, the output shaft 101 is driven in the clockwise direction (direction to open the throttle) at the speed ||, but here α _O ≧ α _S , and at this time, the output shaft 101 becomes Since it has returned to the position of, the driving of the output shaft 101 further clockwise is prohibited.

On the other hand, if it is determined in step 213 that the state of α _O ≧ α _S has continued for the predetermined time or more, the process proceeds to step 215, in which slip control is completely suppressed, and slip control is considered unnecessary and slip control is performed. Finished, actuator 1
The energization of the coil 102a is terminated and the process returns to step 200.

Here, during slip control, the driving speed θ of the output shaft 101 of the actuator 1 is calculated in step 208 according to the difference between V _W and V _V , so the throttle 14 opens and closes at a speed according to the slip state. To be done. Thus, the actuator 1
In order to change the driving speed of, the ECU 50 duty-controls the voltage applied to the motor 104 of the actuator 1 as shown in FIG. That is, if the duty ratio is controlled to t / T (T: constant period) and the duty ratio is increased, the drive speed || increases.

Further, in the above-described embodiment, the output shaft rotation angle α _O is controlled in the range of α _O ≦ α _S during slip control, but similarly, in the automatic drive control, control is performed in the range of α _O ≧ α _S. I am doing it. Therefore, in the above-described embodiment, the actuator for slip prevention is integrated with the actuator for auto drive, and economical throttle control can be performed without impairing the functions of each other.

Furthermore, since the actuator is arranged in the middle of the control cable that connects the accelerator pedal and the throttle lever, it is not necessary to modify other parts, and the accelerator pedal 9 and the throttle lever 12 are mechanically connected. Higher reliability compared to the method of driving the throttle 14 with a step motor by electrically detecting the accelerator pedal depression amount and throttle opening without mechanically connecting the accelerator pedal and throttle lever like the less method .

Also, during normal accelerator operation, the throttle lever
Since the lever 5 fixed to the output shaft 101 is not moved by the lever 4 connected to the actuator 12, the reliability of the actuator 1 itself is high. Even if the vehicle cannot be driven, there is an advantage that it does not affect normal accelerator operation.

Next, FIG. 6 shows a second embodiment. That is, the first
The auxiliary lever 3 in the figure is divided into two auxiliary levers 3A and 3B, which are connected by a control cable 3C so that the lever 3A is integrated with the lever 2 by a spring 6, and the lever 3B opens the throttle of the lever 4. It may be assembled so that it can be pushed in any direction. Further, in FIG. 1, the spring 7 may be assembled to the lever 3 instead of being assembled to the lever 2. In FIG. 6, the spring 7 is attached to the lever 3B as shown in the figure. Although the lever 4 is sandwiched by the lever 5 in FIG. 1,
The lever 5 may be sandwiched between the levers 4 as shown in FIG. If the auxiliary lever 3 is divided into two auxiliary levers 3A and 3B as shown in FIG. 6, the number of levers and springs assembled to the actuator 1 can be reduced, and the actuator 1 itself can be downsized, which improves the vehicle mountability. it can.

In the above embodiment, the potentiometer 105 is used to detect the output shaft rotation angle α _O to prohibit the excessive return of the output shaft.However, instead of the potentiometer 105, a plurality of switches are used to prevent excessive return of the output shaft. You may prohibit going too far. For example, according to the rotation of the output shaft 101, the third embodiment will be described with a predetermined rotation angle.
As shown in the figure, three switches that are turned ON / OFF are used, and when not controlled, each switch a, b, c outputs a signal of state IV (all switches a, b, c are OFF). During slip control, the output shaft is rotated in the counterclockwise direction (throttle closing direction, leftward in FIG. 7), so the signal of each switch is in one of the states I, II, III, IV.

When the signal of each switch is in state II or III, the output shaft can be driven in either direction, only counterclockwise drive is prohibited in state I, and clockwise drive in state IV. Ban only. In other words, during slip control, it is sufficient for the output shaft to be driven counterclockwise until the throttle is fully closed, so if the actuator is driven further counterclockwise, the signal of state I is output, and further counterclockwise. Prohibit driving. This allows the motor to go
The lock of 104 can be prevented. Further, when the slip is suppressed and the output shaft is rotated clockwise and returned to the position at the start of control, the signal of state IV is output, and further driving in the clockwise direction is prohibited. As a result, it is possible to prevent the output shaft 101 from moving to the range of movement during auto drive due to excessive return.

Also, during slip control, switches a, b, and c are in states I, II,
Since any one of the signals III or IV should be output, when a state other than this is input to the ECU, it is judged as a failure of the switches a, b, c or a failure of the drive circuit and control is performed immediately. Ends (turns off both motor and clutch).

On the other hand, during auto drive, the output shaft 101 is rotated in the clockwise direction (throttle opening direction), so the switches a, b, and
The signal of c is in one of states IV, V, VI and VII. Here, when the signals of the switches a, b, and c are in the states V and VI, the output shaft 101 can be driven in either direction, in the case of the state IV, only the counterclockwise drive is prohibited, and in the case of the state VII. Only prohibits clockwise drive. In this example the switch
It uses three a, b, and c to ensure the above operation even if any one of them fails.

Further, the above processing may be performed within a program as in the first embodiment, or may be performed by configuring a logic circuit with an IC element or the like.

Further, in the above-described embodiment, the drive speed of the output shaft 101 during slip control is obtained by using the drive wheel speed V _W and the slip determination level V _T. However, by inputting the throttle opening to the ECU 50, the slip ratio The amount of change Δθ of the throttle opening may be obtained according to the above, and the actuator 1 may be driven so that the throttle opening changes by the amount of change Δθ. The control method is not particularly limited.

Further, the actuator 1 of the above-mentioned embodiment has an economical effect by having both the functions of slip control and automatic drive control. However, this is used as an actuator exclusively for slip control as in the fourth embodiment of FIG. You may comprise.

That is, the auxiliary lever 3 and the spring 7 in FIG. 1 are eliminated, and the lever 2 and the lever 4 are directly connected via the spring 6. Also, lever 5 is lever 4
Allows the throttle 14 to be driven only in the closing direction, and the spring 8 is mounted so as to return the lever 5 to a position where it does not come into contact with the lever 4 by a normal accelerator operation.

Further, in FIG. 1, FIG. 6 and FIG. 8, since there is only one spring 6, there is no mechanical connection between the accelerator pedal 9 and the throttle lever 12 if it breaks, and even if the accelerator pedal 9 is depressed. To prevent the throttle 14 from being unable to open, set the spring 6 to 2
It may be divided into books and assembled in parallel so that even if one runs out, the spring force of another can open the throttle 14 to some extent.

In the embodiment shown in FIGS. 1 and 6, the throttle member is configured to include the second lever 4 and the auxiliary lever 3, and the accelerator member is configured to include the first lever 2. Then, as an accelerating means for accelerating, the auxiliary lever 3
And a first lever 2 are provided, and a spring 6 for urging the auxiliary lever 3 and the second lever 4 in the right direction in the drawing is provided. Also, a third provided as an abutting member
The lever 5 is configured to be capable of contacting the second lever 4, which is a throttle member, from both the speed increasing direction and the speed reducing direction. Therefore, in this embodiment, when the second lever 4 is driven in the speed increasing direction by the third lever 5, the second lever 4 forming the throttle member and the auxiliary lever 3 are separated from each other, and The movement of the lever 4 in the acceleration direction is prevented from being transmitted to the first lever 2 which is an accelerator member. When the second lever 4 is driven in the deceleration direction by the third lever 5, the auxiliary lever 3 forming the throttle member is separated from the first lever 2 forming the accelerator member, and the second lever 4 is separated. And the movement of the auxiliary lever 3 in the deceleration direction is the first lever 2 which is an accelerator member.
Is prevented from being directly transmitted to the accelerator pedal 9, and the reaction force transmitted to the accelerator pedal 9 through the spring 6 is greatly reduced.

〔The invention's effect〕

As described above, according to the present invention, the throttle can be driven by both the accelerator and the actuator. Moreover, when the actuator is not in operation, the contact member provided between the actuator and the throttle member and abutting against the throttle member is returned to the initial position outside the movement range of the throttle member. It does not interfere with the throttle drive. Further, when the actuator is operated, the throttle member is driven in the deceleration direction away from the accelerator member, so that the movement of the throttle member in the deceleration direction is prevented from being directly transmitted to the accelerator member and the reaction to the accelerator is prevented. The force can be reduced. Further, there is an excellent effect that the internal combustion engine can be preferably operated by the occupant's operation even when the actuator fails.

[Brief description of drawings]

FIG. 1 is an overall configuration diagram showing the basic configuration of the present invention, and FIG.
FIG. 4 is a sectional view showing the internal structure of the actuator. FIG. 4 is an ECU.
FIG. 5 is a waveform diagram showing the drive duty by the ECU, FIG. 6 is a configuration diagram showing a second embodiment of the present invention, and FIG. 7 is a third embodiment of the present invention. FIG. 8 is an explanatory view showing the operation of the main parts, and FIG. 1 ... Actuator, 2 ... First lever, 3 ... Auxiliary lever, 4 ... Second lever, 5 ... Third lever, 6 ... Spring, 9 ... Accelerator pedal that forms the accelerator operation part ,14
...... Throttle, 40 ...... Sensor section, 50 ...... ECU.

Claims (2)

(57) [Claims] 1. A throttle member that moves within a predetermined movement range in an acceleration direction and a deceleration direction to increase or decrease the rotation speed of an internal combustion engine; and the throttle member having an initial position outside the movement range of the throttle member. An abutting member that is movably provided from outside the moving range of the member to within the moving range, and that abuts on the throttle member within the moving range to move the throttle member in the deceleration direction; An actuator that moves the throttle member from outside the movement range of the throttle member to within the movement range; return means for returning the contact member to the initial position when the actuator is not operated; and a speed increasing direction of the throttle member. An accelerator member that is provided on the side of the throttle member and that moves in an acceleration direction and a deceleration direction according to an operation of an occupant; The throttle member is urged in a speed increasing direction by a force weaker than the driving force in the deceleration direction by the eta, the throttle member is interlocked with the accelerator member when the actuator is not operated, and the throttle member is moved from the accelerator member when the actuator is operated. A throttle control device for an internal combustion engine, comprising: an accelerating direction urging means for separating and moving in a decelerating direction, wherein the actuator includes a clutch means for connecting and disconnecting a driving force to the contact member. . 2. The accelerator member includes a first member that moves in an acceleration direction and a deceleration direction in response to an operation by an occupant, and a first deceleration direction urging unit that urges the first member in the deceleration direction. The throttle control device for an internal combustion engine according to claim 1, further comprising: