JP2794736B2 - 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 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 constant-speed traveling device is installed, it is necessary to provide a separate throttle control means for constant-speed traveling. In this case, the structure is simple and inexpensive as described in the above-mentioned publication. And 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 In order to achieve the above object, a throttle control device of the present invention supports a throttle valve so as to be openable and closable and urges the throttle valve in an opening direction; Rotating means for arranging the throttle opening / closing means in the throttle valve closing direction, and a biasing direction of the rotating means with respect to the rotating means. A first driving means connected to an accelerator operating mechanism and a first driving means connected to an accelerator operating mechanism, the first driving means being arranged to be engageable in the throttle valve closing direction at a first engagement position from the throttle opening / closing means. And engages the throttle opening / closing means in the throttle valve opening direction at a second engagement position separated by a predetermined rotation angle with respect to the first engagement position. A second driving unit which is disposed so as to be capable of rotating independently of the first driving unit, and a driving source which rotationally drives the second driving unit.

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 drives and controls the driving source in accordance with an output signal of the detection unit.

The predetermined rotation angle between the first engagement position and the second engagement position at which the second drive means and the throttle opening / closing means engage is determined by the second drive means The rotation angle of the second drive means from the fully closed position to the fully open position when the throttle valve is engaged with the throttle opening / closing means at the engagement position may be set substantially equal to the rotation angle.

A rotation detecting means for detecting that the second driving means has rotated beyond the second engagement position in the throttle valve opening direction; and wherein the controller detects the rotation of the second driving means in response to an output signal of the rotation detecting means. It is preferable to control the driving of the driving source by the following.

Further, an electromagnetic clutch device may be interposed between the second drive unit and the drive source, and the electromagnetic clutch device may be intermittently connected to control the rotational drive of the second drive unit.

[Operation] In the throttle control device configured as described above, first, when the accelerator operating mechanism is operated to drive the first driving means, the turning means is engaged with the first driving means and turns. As a result, the throttle opening / closing means is released from the engagement and can be turned.

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 throttle opening / closing means engaged with the second driving means is controlled. That is, the second opening / closing means biasing in the opening direction of the throttle valve in the first engagement position
The driving means is engaged to control the throttle opening / closing means while suppressing the rotation of the throttle opening / closing means in the opening direction of the throttle valve. Thus, the rotation of the throttle opening / closing means is controlled according to 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 throttle opening / closing means engages with and rotates with the second driving means at the first engagement position, and the throttle opening / closing means moves in a direction in which the engagement with the rotating means is released. This allows
The throttle valve is driven in the closing direction by the second driving means. Thus, traction control is performed by appropriately controlling the drive source.

When the second driving means is driven by the driving source in the opening direction of the throttle valve, the second driving means is engaged with the throttle opening / closing means at the second engagement position, and when further driven in the same direction, the throttle opening / closing is opposed to the urging force of the rotating means. The means can be driven in a throttle valve opening direction. Therefore, the throttle valve can be driven in the opening direction irrespective of the first driving means, that is, irrespective of the accelerator operation mechanism. 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. At one end of the throttle shaft 12, a throttle sensor 14 for detecting the opening of the throttle valve 11 is mounted.

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 into a cylinder (not shown) via the intake passage is adjusted by the throttle valve 11, and the output of the internal combustion engine is adjusted.

Throttle plate on the other end of throttle shaft 12
The throttle valve 11 is configured to rotate integrally with the throttle plate 13. The throttle plate 13 is a plate body composed of a fan-shaped arm 13a and a rectangular arm 13b, and a substantially central portion is vertically fixed to the throttle shaft 12. Side end surface 13c of arm 13a
The side end surface 13d of the arm 13b extends radially from a shaft portion to which the throttle shaft 12 is fixed, and forms a predetermined angle α. One end of the arm 13a is connected via a cable 16 to an automatic transmission (not shown). A compression spring 15 is engaged with the tip of the arm 13b, and the throttle valve 11 is urged in the opening direction, that is, the direction B in FIG. The throttle plate 13 constitutes throttle opening / closing means of the present invention.

A shaft (not shown) is mounted on the throttle body 1 in parallel with the throttle shaft 12, and the rotation plate 21 and the accelerator plate 31 are rotatably supported around the shaft. The rotating plate 21 has arms 21a and 21b extending around a shaft portion to which the shaft is fixed. A return spring 22 having a biasing force greater than the biasing force of the opening spring 15 is connected to the tip end of the arm 21a, and the rotating plate 21 is moved in the direction B in FIG.
It is urged in the 11 opening direction. A pin 23 extending in the axial direction is implanted at the tip of the arm 21b. Thus, the rotation plate 21 and the return spring 22 constitute the rotation means according to the present invention, and the pin 23 abuts on and engages with the side end surface of the throttle plate 13 by the urging force of the return spring 22 to engage the throttle plate.
13 is urged in the direction A in FIG. 1, that is, the direction in which the throttle valve 11 is closed.

The accelerator plate 31 is coaxially and rotatably juxtaposed with the turning plate 21, and arms 31a and 31b extend around the shaft 31s. The distal end of the arm 31b is bent to form an engaging portion 31c, and is configured to engage with the side end surface of the rotating plate 21. A bent portion 31d is provided at a substantially intermediate portion of the arm 31b.
Is provided, and the accelerator cable 33
The pin 33a fixed to the tip of the lock is locked. The other end of the accelerator cable 33 is connected to an accelerator pedal 34,
When a pedal force is applied to the accelerator pedal 34, the accelerator plate 31
Rotates in the direction A in FIG. On the other hand, a return spring 35 is connected to the tip of the arm 31a, and the accelerator plate 31 is urged in the direction B in FIG. Therefore, the urging force of the return spring 35 and the urging force of the return spring 22 transmitted through the engagement portion 31c are added to the urging force in the direction A in FIG. Is larger, the accelerator plate 31 rotates in the same direction. Thus, an accelerator mechanism is configured in which the accelerator plate 31 rotates around the shaft 31s in response to the operation of the accelerator pedal 34.

The rotation plate 21 is disposed at a position where the outer peripheral surface of the pin 23 faces the end surface of the arm 13a of the throttle plate 13 on the throttle valve 11 opening direction side. When the accelerator plate 31 is at the initial position, the engaging portion 31c engages with the rotating plate 21, and the pin 23 of the rotating plate 21 contacts the end surface of the throttle plate 13 on the arm 13a side to close the throttle valve 11. It is configured to be a position. When the accelerator pedal 34 is operated, the accelerator plate 31 immediately rotates in the direction A in FIG. 1 against the return springs 35 and 22, and engages with the rotation plate 21 to rotate in the same direction. Of the throttle plate 13 is released.
Is configured to allow rotation in the direction B in FIG. 1, that is, the opening direction of the throttle valve 11.

As described above, the accelerator plate 31 is provided so as to be engageable with the rotating plate 21 serving as the rotating means in the direction opposite to the biasing direction of the rotating plate 21 and is connected to the accelerator operating mechanism. Of the driving means.

On the other hand, substantially circular drive plates 41 are juxtaposed coaxially and parallel to the throttle plate 13. A hole 41a is formed in the outer peripheral portion of the plate surface of the drive plate 41, and a pin 43 is fitted in parallel with the throttle shaft 12. This pin 43
Is disposed between a first engagement position in contact with the side end surface 13d of the throttle plate 13 and a second engagement position in contact with the side end surface 13c. Note that a cutout 41b is formed in a part of the outer peripheral surface of the drive plate 41. The drive plate 41 is formed of a magnetic material, and is supported by an electromagnetic clutch device 60 disposed parallel to the plate surface. That is, when a coil (not shown) is energized via the brush 62, the drive plate 41 is attracted to the electromagnetic clutch device 60. When the coil is de-energized, the drive plate 41 separates from the electromagnetic clutch device 60. Thus, the drive plate 41 constitutes the second drive means according to the present invention.

The electromagnetic clutch device 60 is connected to a motor 51 as a drive source. That is, a gear is formed on the outer periphery of the electromagnetic clutch device 60, and meshes with a gear 52 fixed to the output shaft of the motor 51. 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, a DC motor is used as the motor 51, but other types of motors such as a step motor may be used.

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 this embodiment, in addition to the control of the motor 51 according to the normal operation of the accelerator pedal by the controller 100, the drive control of the motor 51 at the time of traction control and at the time of constant speed traveling control is performed.

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 activated, the cancel switch 93 is automatically closed, and a reset signal is input to the controller 100.

A switching transistor 101 in the controller 100 controls the energization of the coil 61 of the electromagnetic clutch device 60 to control the drive of the electromagnetic clutch device 60 at the time of constant speed traveling control, and a brake switch that opens and closes according to the operation of the brake pedal 94 It is connected to the coil 61 via 95. Also,
In parallel with this, the coil 61 is connected to a power source (not shown) via a normally closed limit switch 96. As shown in FIG. 1, the limit switch 96, which is a rotation detecting means according to the present invention, includes a pair of lead pieces slidably in contact with the outer peripheral end surface of the drive plate 41. It is configured to open when facing the notch 41b. As a result, it is detected that the rotation angle of the drive plate 41 is within the predetermined range, and as will be described later, excessive rotation of the drive plate 41 due to malfunction 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, the rotating plate 21, and the throttle plate 13 Are located as shown in FIG. Also, the electromagnetic clutch device 60 is always in the operating state, and the drive plate
41 is in a state where it can be driven by the motor 51 in combination therewith.

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 rotation plate 21 is rotated in the same direction, the pin 23 implanted in the arm 21b is separated from the arm 13a of the throttle plate 13, and the regulation of the rotation of the throttle plate 13 in the opening direction of the throttle valve 11 is restricted. Unraveled.

At this time, if the pin 43 of the drive plate 41 is not present, when the accelerator pedal 34 is depressed, the throttle plate 13 is driven in the direction B in FIG. 1 by the biasing force of the opening spring 15, and the throttle valve 11 rotates in the opening direction. It can be moved. That is, the throttle valve 11 is
13 rotates in the opening direction until it engages with the pin 23,
If 43 does not exist, the throttle valve 11 is fully opened by slightly depressing the accelerator pedal 34. 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 limited by the pin 43, and thus the drive plate 41 and the motor 51, according to the amount of depression of the accelerator pedal 34. That is, a signal corresponding to the amount of depression of the accelerator pedal 34 is output from the accelerator sensor 36, and the drive of the motor 51 is controlled by the controller 100. The rotation of the motor 51 is transmitted to the drive plate 41 via the electromagnetic clutch device 60, and the drive plate 41 rotates a predetermined angle in the direction B in FIG. Since the throttle plate 13 is urged in the direction of rotation in the direction B by the opening spring 15, it contacts the pin 43 and follows the rotation of the drive plate 41 in the direction B. 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. Moreover, during the operation of the throttle valve 11, the rotation plate
The throttle plate 13 can be controlled to follow the rotation of the accelerator plate 31 with a predetermined gap without engaging the throttle plate 21 with the throttle plate 13. 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 rotating plate 21 and the accelerator plate 31 return to the initial positions shown in FIGS. 1 and 3 by the urging forces of the return springs 22 and 35, and the throttle plate 13 opens the opening spring 15. 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, the drive plate 41 is driven by the motor 51 in FIG. 1 so as to rotate in the direction A in FIG. 1 against the return 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, and the controller 100 calculates the slip ratio of the drive wheels at which sufficient indexing force and lateral drag on the road surface are obtained. 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 smaller than the predetermined value and the target throttle opening becomes equal to or larger than the throttle opening set in the normal driving mode shown in FIG. 4, the traction control mode ends and the vehicle returns to the normal driving mode. During this time, throttle plate 13
Does not engage the rotating plate 21
Since the opening of the eleventh position is controlled, 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 is electrically connected to the coil 61 of the electromagnetic clutch device 60 via the normally closed brake switch 95. Thus, even if the drive plate 41 rotates beyond the second engagement position and the limit switch 96 is turned off, the coil 61 is kept energized unless the brake switch 95 is turned off. Then, the drive plate 41 is rotated in the direction B in FIG. 1 by the drive of the motor 51, and the pin 43 separates from the side end surface 13d of the throttle plate 13 at the first engagement position, and the side end surface at the second engagement position. Engage with 13c. In this state, if the operation of the accelerator pedal 34 is stopped and the pedaling force is removed, the accelerator plate 31
And the rotation plate 21 returns to the initial position, but the throttle plate 13 is connected to the motor 51 via the pin 43, the drive plate 41, and the electromagnetic clutch device 60, and the opening degree when the operation of the accelerator pedal 34 is stopped. Is maintained. At this time, the arm 13a of the throttle plate 13 contacts the pin 23 to drive the rotary plate 21 in the direction A in FIG. 1, but the rotary plate 21 rotates freely without driving the accelerator plate 31. Therefore, the cable 33 does not bend. After that, the throttle plate 13
The rotation is controlled irrespective of the operation of, 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 the drive of the motor 51 is controlled.

When overtaking acceleration or the like is required during the constant-speed traveling control and the need for override occurs, the detection values of the accelerator sensor 36 and the throttle sensor 14 are compared, and the accelerator pedal 34 is compared.
When the opening of becomes large, it switches 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 returns to the normal traveling mode by operating the cancel switch 93, or operating the brake pedal 94 and operating the cancel switch 93 in conjunction therewith.

When the brake pedal 94 is operated during the cruise control, the brake switch 95 is turned off, and the limit switch 96 is off even if the switching transistor 101 in the controller 100 is short-circuited, that is, the throttle plate When the switches 13 are independently operated, the power supply to the coil 61 is cut off. Therefore, the electromagnetic clutch device 60 and the drive plate 41 are reliably separated, and the throttle plate 13 is
It is returned to the closing direction.

Further, in the event that the controller 100 malfunctions due to radio wave interference or the like, the pin 43 of the drive plate 41 abuts the side end surface 13c of the throttle plate 13 except during the constant speed traveling control to drive the throttle plate 13 in the direction B in FIG. In such a case, since the limit switch 96 is turned off, the drive plate 41 is separated from the electromagnetic clutch device 60, and the throttle plate 13 is returned to the throttle valve 11 closing direction by the rotation plate 21.

As described above, the driving plate 41
Is rotated by a predetermined angle α, the driver's accelerator pedal 34
, The throttle opening corresponding to the amount of depression is held, so that there is almost no response delay at the time of setting.

FIG. 5 shows another embodiment of the throttle plate 13 and the drive plate 41 of FIG.
A bent portion 13e is formed in the arm 13b, and an elongated hole 41c is formed in the arm 13b on the drive plate 41 side to face the bent portion 13e.
Are arranged so as to be slidably fitted in the elongated hole 41c. The elongated hole 41c is formed in an arc shape centered on the rotation axis of the drive plate 41, and the angle formed by both ends is substantially equal to the angle between the side end surfaces 13c and 13d of the throttle plate 13 in FIG. Thus, in the present embodiment, first ends are provided at both ends of the elongated hole 41c.
And the second engagement position are set.

[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 throttle control device, the throttle valve opening is adjusted by the second drive means irrespective of the accelerator operation mechanism, so that constant speed traveling control is possible. Thus, a throttle control device having both traction control and constant speed traveling control functions 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, FIG. 4 is a characteristic diagram showing a relationship between the accelerator opening and the throttle opening, and FIG. 5 is a throttle plate and drive of the throttle control device of FIG. It is an exploded perspective view showing other examples of a plate. 11 Throttle valve, 12 Throttle shaft, 13 Throttle plate (throttle opening / closing means), 13a, 13b Arm, 13c Side end surface (second engagement position), 13d Side end surface 1st engagement position), 14 throttle sensor, 15 opening spring, 16 cable, 21 rotating plate (rotating means), 21a, 21b arm, 22 return spring, 23 ... pin, 31 ... accelerator plate (first driving means), 31a, 31b ... arm, 31c ... engaging part, 31d ... bent part, 33a ... pin, 33 ... accelerator cable ( Accelerator operation mechanism), 34 ... accelerator pedal (accelerator operation mechanism), 35 ... return spring, 36 ... accelerator sensor, 41 ... drive plate (second drive means), 41a ... hole, 41b ... off Chipping, 43 ... Pin, 51 ... Motor (drive source), 52 ... Gear, 60 ... Electromagnetic clutch device, 61 ... Carp , 91 ...... wheel speed sensor, 92 ...... set switch, 93 ...... cancel switch, 94 ...... brake pedal, 95 ...... brake switch, 96 ...... limit switches, 100 ...... controller, 101 ...... switching transistor

Claims (5)

(57) [Claims] A throttle opening / closing means for supporting a throttle valve so as to be openable and closable and for urging the throttle valve in an opening direction of the throttle valve; A pivoting means for urging the opening / closing means in the direction in which the throttle valve is closed, and a rotating means for engaging the rotating means in a direction opposite to the urging direction of the rotating means, and being connected to an accelerator operating mechanism. A first drive unit, a first engagement position with respect to the throttle opening / closing unit, the first opening position being provided so as to be engageable in the throttle valve closing direction, and a predetermined rotation angle separated from the first engagement position by a predetermined rotation angle. A second driving unit disposed so as to be engageable with the throttle opening / closing unit in the opening direction of the throttle valve at the engagement position of 2, and rotating independently of the first driving unit; Throttle control apparatus characterized by comprising a drive source for rotationally driving the second drive 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. A predetermined rotation angle between the first engagement position and the second engagement position at which the second drive means and the throttle opening / closing means are engaged is determined by the second drive means. Is set to be substantially equal to the rotation angle of the second drive means from the fully closed position to the fully open position when the throttle valve is engaged with the throttle opening / closing means at the first engagement position. 3. The throttle control device according to claim 2, wherein 4. A rotation detecting means for detecting that the second driving means has rotated in the throttle valve opening direction beyond the second engagement position, and according to an output signal of the rotation detecting means. 4. The throttle control device according to claim 3, wherein the controller controls the driving of the driving source by the controller. 5. An electromagnetic clutch device is interposed between the second drive means and the drive source, and the electromagnetic clutch device is intermittently connected to control the rotational drive of the second drive means. The throttle control device according to claim 4, wherein