JP2794735B2 - Throttle control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION [0001] The present invention relates to a throttle control device mounted on an internal combustion engine, and in particular, to a first control device capable of restricting the opening of a throttle valve in conjunction with an accelerator operation mechanism. The present invention relates to a throttle control device including a driving unit and, separately, a second driving unit that controls opening and closing of a throttle valve in response to an accelerator operation in conjunction with a driving source such as a motor.

2. Description of the Related Art A throttle valve of an internal combustion engine controls the output of the internal combustion engine by adjusting a mixture of fuel and air in a carburetor and adjusting an intake air amount in an electronically controlled fuel injection device. Yes, it is configured to interlock with an accelerator operation mechanism including an accelerator pedal.

Conventionally, the accelerator operation mechanism is mechanically connected to the throttle valve, but recently, the accelerator operation mechanism sets the upper limit of the opening of the throttle valve, and is driven by a drive means linked to a drive source such as a motor. A device that opens and closes a throttle valve in response to an accelerator operation has been proposed. For example, Japanese Patent Application Laid-Open No. Sho 63-144082 has a detecting means for detecting operating states of an engine and a vehicle, and a second operating means which is driven as a driving means in accordance with a control signal obtained based on an output of the detecting means. A technique is disclosed in which the second operating means defines an opening of the throttle valve smaller than the upper limit of the opening of the throttle valve defined by the first operating means in accordance with the accelerator depression amount. The publication discloses that the same technique makes it possible to easily achieve both mechanical operation and electrical operation of a throttle valve with a single throttle valve.

[Problem to be Solved by the Invention] In addition, in a vehicle equipped with an internal combustion engine, a so-called traction control is known as a control method for preventing a drive wheel from slipping when the vehicle starts or accelerates. This prevents, for example, when the accelerator pedal is inadvertently depressed on a snowy road or a frozen road surface, the drive wheels slip, resulting in insufficient acceleration or skidding. Specifically, irrespective of the driver's accelerator operation, the throttle valve of the internal combustion engine is urged in the closing direction or an appropriate brake is applied to suppress the slip ratio of the drive wheels within an appropriate range. It is common to do.

Separately, constant-speed traveling devices that keep the speed of the vehicle constant have become widespread. According to this, when the driver sets a predetermined vehicle speed, the throttle valve of the internal combustion engine automatically operates without pressing the accelerator pedal. It is opened and closed. Therefore, both the constant-speed traveling device and the traction control require a control device for performing a predetermined throttle control.

However, in the throttle control device described in the above publication, the throttle control for traction control is possible, but the throttle control for constant speed traveling cannot be performed. That is, the throttle valve cannot be opened beyond the throttle valve opening corresponding to the accelerator pedal depression amount. Therefore, when a low-speed traveling device is installed, it is necessary to provide a throttle control means for traveling at a constant speed separately. In this case, as described in the above-mentioned publication, a simple and inexpensive device is used, but a complicated and inexpensive device is used. It will be expensive.

Accordingly, an object of the present invention is to provide a throttle control device having the functions of the above-mentioned two operating means so that both traction control and constant speed traveling control can be performed with a simple configuration.

Means for Solving the Problems To achieve the above object, a throttle control device of the present invention includes a throttle opening / closing means for opening / closing a throttle valve biased in a closing direction, and a throttle valve opening / closing means for the throttle opening / closing means. Rotating means for arranging the throttle opening / closing means in the throttle valve opening direction and engaging the throttle opening / closing means in the throttle valve closing direction. First driving means connected to an operating mechanism; and second driving means disposed so as to be engageable with the rotating means in the throttle valve closing direction and rotated independently of the first driving means. When,
A drive source for rotationally driving the second drive means, wherein the throttle opening / closing means and the second drive means are connected and disconnected via a clutch means.

Further, the throttle control device may include a detection unit that detects an operating state of the internal combustion engine and the vehicle, and may include a controller that controls driving of the driving source according to an output signal of the detection unit.

The clutch means may be controlled so as to be constituted by an electromagnetic clutch device which always separates the throttle opening / closing means and the second drive means and is connected at the time of constant speed traveling control.

It is preferable that the apparatus further includes rotation detection means for detecting that the second drive means has rotated by a predetermined rotation angle or more, and the controller controls the drive of the drive source in accordance with an output signal of the rotation detection means.

[Operation] In the throttle control device configured as described above, the throttle opening / closing means and the second drive means are always separated from each other.

First, when the accelerator operating mechanism is operated to drive the first driving means, the rotating means is released from the engagement and is in a state capable of rotating. The turning means is engaged with the throttle opening / closing means and urges the throttle opening / closing means in the throttle valve opening direction. On the other hand, the second driving means is rotationally driven by the driving source according to the accelerator operation, and the rotation of the rotating means engaged with the second driving means is controlled. In other words, the second driving means is engaged with the rotating means which urges in the throttle valve opening direction, so that control is performed while suppressing the rotation of the rotating means in the throttle valve opening direction. Thus, the turning of the turning means is controlled in accordance with the accelerator operation, and the throttle valve opening is adjusted.

Further, regardless of the accelerator operation, when the second drive means is rotationally driven in the throttle valve closing direction by the drive source,
The rotating means engages with the second driving means and rotates with the second driving means,
It moves in a direction in which the engagement with the throttle opening / closing means is released. Thus, the throttle valve is driven in the closing direction by the urging force of the throttle opening / closing means. Thus, traction control is performed by appropriately controlling the drive source.

When the throttle opening / closing means is connected to the second drive means via the clutch means, the two can be rotated integrally. In this state, by controlling the drive source and rotating the second drive means, the throttle valve is also driven in the opening direction regardless of the rotation means and the first drive means, that is, regardless of the accelerator operation mechanism. Can be. Thus, constant speed traveling control is performed by appropriately controlling the drive source.

Hereinafter, a preferred embodiment of the throttle control device of the present invention will be described with reference to the drawings.

As shown in FIG. 1, the throttle body 1 of the internal combustion engine
, A throttle valve 11 is rotatably supported by a throttle shaft 12. A throttle sensor 14 and a plate are provided at one end of the throttle shaft 12.
The plate 15 is fixed, and the plate 15 is connected to an automatic transmission (not shown) via a cable 16.

The throttle sensor 14 has a sensor for detecting the opening degree of the throttle valve 11, is mechanically connected to the throttle valve 11, and is controlled by a return spring (not shown).
11 is urged in the direction to close the intake passage, that is, in the direction A in FIG. As is well known, the throttle sensor 14 is mounted on an internal combustion engine equipped with an electronically controlled fuel injection device, and the rotational displacement of the throttle shaft 12 is converted into an electric signal, for example, an idle switch signal and a throttle opening signal are output. You. Thus, the amount of intake air supplied to the cylinder (not shown) through the intake passage is controlled by the throttle valve.
11 to adjust the output of the internal combustion engine.

A clutch yoke 13 is fixed to the other end of the throttle shaft 12, and the throttle valve 11 is
It is configured to rotate integrally with 13. Clutch yoke 13 has protrusions 13b, 13c extending in the radial direction of the outer peripheral surface.
Is an approximately cylindrical magnetic body formed by being connected in the axial direction. The electromagnetic clutch device 60 includes a coil 61 housed in the hollow portion, and a clutch plate 41 disposed facing the end face.
Is composed. That is, when the coil 61 is energized and the clutch yoke 13 is excited, the clutch plate 41 is attracted to the end face of the clutch yoke 13. When the coil 61 is de-energized and the clutch yoke 13 is de-energized, the clutch plate 41
Is disengaged from the clutch yoke 13. As described above, the clutch yoke 13 constitutes the throttle opening / closing means according to the present invention and also constitutes a part of the electromagnetic clutch device.

A substantially rectangular rotating plate 21 and a substantially disk driving plate 42 are juxtaposed in parallel with the disk clutch plate 41, and a shaft 44 is inserted through a central portion thereof. Drive plate
The rotation plate 21 and the clutch plate 41 are fixed to the shaft 44 and rotate integrally therewith.
It is supported rotatably around 44. A pin 43 is implanted in the outer periphery of the plate surface of the clutch plate 41 in parallel with the shaft 44, and is fitted into a hole 42a formed on the plate surface of the drive plate 42 facing the pin 43. Drive plate 4
A cutout 42b is formed in a part of the outer peripheral surface of No. 2.

The rotating plate 21 is a plate-shaped engaging portion that extends at the tip of one arm 21a in a direction parallel to the rotation axis of the rotating plate 21.
21b is formed, and the plate surface is disposed so as to face the surface of the projection 13b of the clutch yoke 13 on the throttle valve 11 closing direction side. At this time, the other arm 21c of the rotating plate 21 is
The opening spring 22 that urges in the same direction is locked to the tip of the arm 21c. Thus, the rotating plate 21 and the opening spring 22 constitute a rotating means according to the present invention, and the engaging portion 21b abuts on and engages with the projection 13b by the urging force of the opening spring 22, thereby causing the clutch yoke 13 to be engaged. In FIG. 1, it is urged in the direction B, that is, in the direction in which the throttle valve 11 is opened. The biasing force of the opening spring 22 is set to be larger than the biasing force of the return spring of the throttle sensor 14.

A shaft (not shown) is attached to the throttle body 1 in parallel with the throttle shaft 12, and an accelerator plate 31 is rotatably supported around the shaft. In the accelerator plate 31, arms 31a and 31b extend around a shaft portion 31s to which a shaft is fixed, and after extending in the axial direction, a lever 31c extends in parallel with the plate surface of the accelerator plate 31. A return spring 35 having a biasing force greater than the biasing force of the opening spring 22 is connected to the tip of the arm 31a, and the accelerator plate 31 is biased in the direction B in FIG. On the other hand, a pin 32 extending in the axial direction is implanted at the tip of the arm 31b.

A bent portion 31d is provided at a substantially middle portion of the arm 31b, and a pin 33a fixed to the tip of the accelerator cable 33 is locked in a hole formed in the bent portion 31d. Accel cable 33
The other end of the accelerator pedal is connected to the accelerator pedal 34,
An accelerator operation mechanism is configured so that the accelerator plate 31 rotates around the shaft portion 31s in response to the operation of.

The accelerator plate 31 is disposed so that the arm 31b rotates between the clutch plate 41 and the drive plate 42,
The outer peripheral surface of the pin 32 is disposed at a position facing the end surface of the arm 21a of the rotating plate 21 on the throttle valve 11 opening direction side. Thus, when the accelerator plate 31 is at the initial position, the pin 32 is in contact with the end face of the arm 21a of the rotating plate 21, and the throttle valve 11 is set to the closed position. When the accelerator pedal 34 is operated, the accelerator plate 31 immediately rotates in the direction A in FIG. 1 against the return spring 35, and the engagement between the pin 32 and the rotation plate 21 is released,
1. The direction B of the rotating plate 21 in FIG.
It is configured such that rotation in the opening direction is allowed.

Further, the accelerator plate 31 has a protrusion 13c of the clutch yoke 13 on a plane where the tip of the lever 31c is perpendicular to the rotation axis.
It is arranged so that it may face. When the clutch yoke 13 stops rotating for some reason, this lever 31
The tip end of the clutch y contacts the protrusion 13c of the clutch yoke 13, and the clutch yoke 13 is moved in the direction B in FIG.
11 Drive in the opening direction. Thus, the controller 100, the motor
51, when the electromagnetic clutch device 60 or the like breaks down, the throttle valve 11 is opened by depressing the accelerator pedal 34 by a predetermined amount or more, that is, by bringing the tip of the lever 31c into contact with the projection 13c of the clutch yoke 13. Can be.

As described above, the accelerator plate 31 is disposed so as to be engageable with the rotating plate 21 as the rotating means in the throttle valve closing direction, and constitutes the first driving means connected to the accelerator operating mechanism.

The clutch plate 41 and the drive plate 42 rotate integrally via a pin 43, and the rotation plate 21 is rotated by the pin 43.
Is controlled so as to restrict the rotation of the throttle valve 11 in the opening direction. That is, by these means, the second
Is constituted. The shaft 44 fixed to the drive plate 42 is connected to a motor 51 as a drive source via a speed reducer 52 including gears 52a and 52b. In the present embodiment, a DC motor is used as the motor 51, and the drive is controlled by the controller 100. In this embodiment, the motor
Although a DC motor is used as 51, other types of motors may be used, such as a stepper motor.

The controller 100 is a control circuit including a microcomputer. The controller 100 is mounted on a vehicle and receives detection signals from various sensors as shown in FIG. 2 to perform various controls including drive control of the motor 51. In the present embodiment, the controller 100 is configured to control the motor 51 during traction control and constant speed traveling control, in addition to the control of the motor 51 in accordance with a normal accelerator pedal operation.

In FIG. 2, an accelerator sensor 36 is an accelerator pedal.
It outputs a signal corresponding to the operation amount of 34, that is, the stepping amount,
Controller 100 together with the output signal of throttle sensor 14
Is input to In the controller 100, pulse width modulation control of the motor 51 is performed so that a preset opening degree of the throttle valve 11 is obtained according to the depression amount of the accelerator pedal 34.

The wheel speed sensor 91 is used for constant speed traveling control and traction control, and a well-known electromagnetic pickup sensor or hall sensor is used. In FIG. 2, the number is one, but it is attached to each wheel as needed. Further, a set switch 92 for controlling the constant speed traveling is provided.
The cancel switch 93 is connected to the controller 100, and a set signal or a reset signal is input according to the operation of these switches. The cancel switch 93 is connected to the brake pedal 94,
Is operated, the cancel switch 93 is automatically closed, and a reset signal is input to the controller 100.

The switching transistor 101 in the controller 100 controls the energization of the coil 61 and controls the drive of the electromagnetic clutch device 60, and is connected to the coil 61 via a brake switch 95 that opens and closes in response to the operation of a brake pedal 94. I have. As shown in FIG. 1, the limit switch 96 interposed between the controller 100 and the motor 51 includes a pair of lead pieces that slide on the outer peripheral end surface of the drive plate 42,
They are normally closed, and are opened, that is, turned off when facing the notch 42b of the drive plate 42. As a result, it is detected that the rotation angle of the drive plate 42 is within the predetermined range, and as will be described later, excessive rotation of the drive plate 42 due to malfunction of the motor 51 is prevented.

The operation of the embodiment having the above configuration will be described for each control mode. When the accelerator pedal 34 is not operated, that is, when the throttle valve 11 is fully closed, the throttle control device is in a positional relationship where the components shown in FIG. 1 are assembled as they are, and the accelerator plate 31 and the rotating plate 21 are arranged as shown in FIG. Is located as shown. In addition, the electromagnetic clutch device 60 is normally not operated, and the clutch yoke 13 and the clutch plate 41 are separated.

First, in the case of normal accelerator pedal operation, when the accelerator pedal 34 is depressed, the return spring is depressed according to the depression amount.
The accelerator plate 31 is rotated in the direction A in FIG. 1 against the urging force of 35. As a result, the pin 32 implanted in the arm 31b is separated from the arm 21a of the rotation plate 21, and the restriction on the rotation of the rotation plate 21 in the direction B in FIG. 1 is released.

At this time, if the pin 43 of the clutch plate 41 does not exist, when the accelerator pedal 34 is depressed, the rotating plate 21 rotates in the direction B in FIG. The clutch yoke 13 is driven in the B direction against the urging force of
In the opening direction. That is, since the throttle valve 11 rotates in the opening direction until the rotation plate 21 engages with the pin 32, if the pin 43 is not present, the throttle valve 11 can be depressed only by slightly depressing the accelerator pedal 34.
Is fully opened. Accordingly, the characteristics are as shown by "A" in FIG.

On the other hand, in the present embodiment, the operation of the rotating plate 21 is performed by the pin 43, and thus the clutch plate 41, the driving plate 42, and the motor 51, so that the accelerator pedal 34
Is limited according to the amount of stepping on the vehicle. That is, the accelerator pedal 34
Is output from the accelerator sensor 36, and the controller 100 drives and controls the motor 51. The rotation of the motor 51 is transmitted to the drive plate 42 via the speed reducer 52 and the shaft 44, and the clutch plate 41 and the drive plate 42 rotate by a predetermined angle in the direction B in FIG. Since the rotating plate 21 is biased by the opening spring 22 in the direction of rotating in the direction B, the rotating plate 21 contacts the pin 43 and follows the rotation of the clutch plate 41 in the direction B. 13 is rotated in the opening direction of the throttle valve 11. The magnitude and direction of the current flowing to the motor 51 are controlled by the controller 100, and the rotation plate 21 is controlled so that the opening of the throttle valve 11 detected by the throttle sensor 14 becomes substantially equal to the amount of depression of the accelerator pedal 34. Is moved.

In this way, by appropriately controlling the operation of the motor 51 in the controller 100, it is possible to set the characteristics to, for example, "B" or "C" in FIG. In addition, during the operation of the throttle valve 11, the accelerator plate 31 and the rotation plate 21 do not engage, and the rotation plate 21 is controlled to follow the rotation of the accelerator plate 31 with a predetermined gap. can do. Accordingly, there is no mechanical connection between the accelerator pedal 34 and the throttle valve 11, and a smooth start and running can be ensured in accordance with the operation of the accelerator pedal 34. When the depression of the accelerator pedal 34 is released, the accelerator plate 31 returns to the initial position shown in FIGS. 1 and 3 by the urging force of the return spring 35, and the rotating plate 21 resists the urging force of the opening spring 22. And the throttle valve 11 is brought to the fully closed position.

Next, the operation of the throttle control device of the present embodiment during traction control will be described. When the controller 100 detects the slippage of the driving wheels at the time of starting or accelerating from the output signal of the wheel speed sensor 91 in FIG. 2, the mode shifts from the normal driving mode to the traction control mode, and the opening of the throttle valve 11 is controlled. Is done.

That is, in FIG. 1, the drive plate 42 is driven by the motor 51 so as to rotate in the direction A in FIG. 1 against the opening spring 22, and the throttle valve 11 in the open state is operated regardless of the operation of the accelerator pedal 34. It is returned to the closed position. This allows
The slip ratio of the drive wheels is suppressed to a predetermined value or less, the controller 100 calculates the slip ratio of the drive wheels that provides sufficient indexing force and lateral drag on the road surface, and further sets the target throttle opening to secure this. Is calculated. Then, the motor 51 is controlled so that the throttle valve 11 has the target throttle opening. When the slip ratio becomes equal to or less than the predetermined value and the target throttle opening becomes equal to or more than the set throttle opening in the normal driving mode shown in FIG. 4, the traction control mode is terminated and the operation returns to the normal driving mode. During this time, the rotation valve 21 does not engage with the accelerator plate 31 and the throttle valve 11
, The so-called pedal shock does not occur on the accelerator pedal 34 even when switching between the traction control mode and the normal traveling mode.

Next, the operation at the time of constant-speed running control will be described. In FIG. 2, when the driver operates a set switch 92 for traveling at a constant speed, the switching transistor 1 in the controller 100 is turned on.
01 is turned on, and the coil 61 of the electromagnetic clutch device 60 is energized via the normally closed brake switch 95. As a result, in FIG. 1, the clutch plate 41 is attracted to the clutch yoke 13 and the two are integrated. In this state, when the operation of the accelerator pedal 34 is stopped and the pedaling force is removed, the accelerator plate 31 and the rotating plate 21 return to the initial positions, but the clutch yoke 13 includes the clutch plate 41, the pin 43, the drive plate 42, the shaft 44 and It is connected to the motor 51 via the speed reducer 52, and the opening of the accelerator pedal 34 when the operation is stopped is maintained. That is, the rotation of the clutch yoke 13 is controlled by the motor 51 irrespective of the operation of the accelerator pedal 34, and the opening of the throttle valve 11 is adjusted only by the motor 51. Thus, the target throttle opening is set according to the difference between the vehicle speed detected by the wheel speed sensor 91 and the vehicle speed set by the set switch 92, and
51 is drive-controlled.

When overtaking acceleration or the like is required during traveling at a constant speed and the need for override occurs, the detection values of the accelerator sensor 36 and the throttle sensor 14 are compared, and when the opening degree of the accelerator pedal 34 becomes large, the mode shifts to the override mode. The target throttle opening is replaced with the set value of the normal driving mode. When stopping the constant speed traveling, the driver operates the cancel switch 93 or the brake pedal 94.
Is operated and the cancel switch 93 interlocked with this is operated to return to the normal traveling mode.

When the brake pedal 94 is operated during the cruise control, the brake switch 95 is turned off, and even if the switching transistor 101 in the controller 100 is short-circuited, the coil 61 of the electromagnetic clutch device 60 is not energized. Therefore, the clutch yoke 13 and the clutch plate 41 are securely separated, and the throttle valve 11 is
It is returned in the closing direction by the return spring in 14.

Further, if the controller 100 malfunctions due to radio wave interference or the like, the pin 43 implanted in the clutch plate 41 separates from the arm 21c of the rotating plate 21 and abuts on the arm 21a to drive the throttle valve 11 in the opening direction. 1, the tip of the limit switch 96 reaches the notch 42b of the drive plate 42 and is turned off as shown in FIG. 1, so that the diode D1 acts to urge the motor 51 to bias the throttle valve 11 in the opening direction. Driving is reliably stopped. Furthermore, when the throttle valve 11 is in the fully closed position, the first
As shown in the figure, the tip of the limit switch 97 reaches the notch 42b of the drive plate 42 and turns off. Thus, even if the controller 100 malfunctions, the motor 51 that biases the throttle valve 11 in the opening direction by the action of the diode D2.
Is reliably stopped.

As described above, at the time of setting the constant speed traveling, the throttle opening corresponding to the driver's depression amount of the accelerator pedal 34 is immediately held, so that there is almost no response delay at the time of setting. Also, even if the motor 51 or the controller 100 of this embodiment becomes inoperative, the accelerator plate 31 is rotated in the direction A by fully depressing the accelerator pedal 34, as is apparent from FIGS. The tip of the moving lever 31c engages with the projection 13c of the clutch yoke 13. As a result, the clutch yoke 13 is driven in the direction B, that is, in the direction in which the throttle valve 11 is opened, and a constant opening is ensured, so that the driver can continue driving the vehicle at a low speed.

[Effects of the Invention] The present invention is configured as described above, and has the following effects.

That is, according to the throttle control device of the present invention, during normal driving, the first drive means connected to the accelerator operation mechanism and the throttle opening / closing means are separately adjusted to adjust the throttle valve opening. A smooth start and running can be ensured. Further, even when switching to the traction control in which the throttle control is performed regardless of the accelerator operation, it is possible to smoothly shift to the traction control mode. Moreover, in the above throttle control device, the throttle valve opening is adjusted by the second drive means independently of the accelerator operation mechanism by connecting the throttle opening / closing means and the second drive means via the clutch means. Therefore, constant speed traveling control becomes possible. Thus, a throttle control device having both functions of traction control and constant speed running control can be configured with a simple configuration without providing a separate control device.

[Brief description of the drawings]

FIG. 1 is an exploded perspective view of one embodiment of a throttle control device of the present invention, and FIG.
FIG. 3 is a front view of the throttle control device of FIG. 1, and FIG. 4 is a characteristic diagram showing a relationship between an accelerator opening and a throttle opening. 11 Throttle valve, 12 Throttle shaft, 13 Clutch yoke (throttle opening / closing means), 13b, 13c Projection, 14 Throttle sensor, 15 Plate, 16 Cable, 21 times Moving plate (rotating means), 21a ... arm, 21b ... engaging part, 21c ... arm, 22 ... open spring, 31 ... accelerator plate (first driving means), 31a, 31b ... arm , 31c… lever, 32… pin, 33 a… pin, 33… accelerator cable (accelerator operation mechanism), 34… accelerator pedal (accelerator operation mechanism), 35… return spring, 36… accelerator sensor, 41 clutch plate, 42 drive plate (second drive means), 42a hole, 42b notch, 43 pin, 44 shaft, 51 motor (drive source), 52 ... reducer, 52a, 52b ... gear, 60 ... electromagnetic clutch device, 61 ... coil, 91 ... wheel speed sensor, 92 ...... set switch, 93 ...... cancel switch, 94 ...... brake pedal, 95 ...... brake switch, 96, 97 ...... limit switches, 100 ...... controller, 101 ...... switching transistor

Claims (4)

(57) [Claims] A throttle opening / closing means for opening / closing a throttle valve biased in a closing direction; and a throttle opening / closing means which is engageable with the throttle opening / closing means in the throttle valve opening direction. Rotating means for urging in the direction of rotation, first driving means arranged to be engageable with the rotating means in the direction in which the throttle valve is closed, and connected to an accelerator operation mechanism; A second drive unit disposed so as to be engageable in a valve closing direction and rotated independently of the first drive unit; and a drive source for rotationally driving the second drive unit; A throttle control device, wherein an opening / closing means and the second driving means are intermittently connected via a clutch means. 2. The throttle control device according to claim 1, further comprising detection means for detecting an operation state of the internal combustion engine and the vehicle, and a controller for controlling the driving of the drive source in accordance with an output signal of the detection means. 3. The throttle according to claim 2, wherein said clutch means comprises an electromagnetic clutch device which always separates said throttle opening / closing means and said second drive means and is connected at the time of constant speed running control. Control device. 4. A driving apparatus according to claim 1, further comprising: rotation detecting means for detecting that the second driving means has rotated by a predetermined rotation angle or more, wherein the controller controls the driving of the driving source in accordance with an output signal of the rotation detecting means. The throttle control device according to claim 3, wherein: