JP5274224B2 - Throttle device and transport equipment provided with the same - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a throttle device capable of adjusting the throttle opening without the need of high electric power of another motor even if one motor is stuck, and a transport device comprising the same. <P>SOLUTION: The throttle device 60 comprises a throttle valve 66 provided in an air intake path of an engine, a driving mechanism 70 including a first motor M1 and second motor M2, and a differential gear mechanism 90. The differential gear mechanism 90 includes a first ring gear 91 fixed on a driving shaft 71 of the first motor M1 rotatably around a rotation axis 80, and a second ring gear 92 fixed on a driving shaft 72 of the second motor M2 rotatably around the rotation axis 80. The differential gear mechanism 90 further comprises a planetary gear 93 engaged with the ring gears 91, 92 to be revolved around the rotation axis 80, and a planetary carrier 95 for transmitting the revolution of the planetary gear 93 to the throttle valve 66 via a throttle gear 75. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a throttle device that adjusts a throttle opening by driving a throttle valve with a motor, and a transport device including the throttle device. The transportation equipment includes automobiles represented by four-wheeled vehicles and motorcycles.

  It has been proposed to install an electronically controlled throttle device in a vehicle. For example, a device according to the prior art disclosed in Patent Document 1 below includes a main motor and a sub motor that drive a throttle shaft, and a controller (ECU) that controls a drive current supplied to these. The controller adjusts the throttle opening by controlling the drive current to the motor according to the accelerator opening or the like. At normal times when there is no failure in the main motor, only the main motor is driven and the sub motor is idle. On the other hand, when the main motor fails, the controller stops the control of the main motor and drives the sub motor to control the throttle opening within the low opening range near the fully closed position. At this time, the main motor runs idle.

In one configuration example, the motor gears of the main motor and the sub motor mesh with the intermediate gear in common. The rotation of the intermediate gear is transmitted from the throttle gear to the throttle shaft. In another configuration example, the main motor and the sub motor share the same rotation axis. A motor gear fixed to the rotating shaft meshes with the intermediate gear.
JP 2001-82179 A

By adopting a configuration in which the driving force of a plurality of motors is transmitted to the throttle shaft as in the prior art described above, the throttle opening can be adjusted by another motor when one motor fails.
However, there are various modes of failure of the motor, and there may be a simple disconnection failure, but there are cases where the motor shaft is fixed and difficult to rotate. In such a case, there is a problem that when the throttle shaft is driven by a normal motor, the fixed motor becomes a large load and power consumption increases.

Accordingly, an object of the present invention is to provide a throttle device capable of adjusting the throttle opening degree without requiring a large amount of electric power by another motor even when one motor is fixed, and a transportation device including the throttle device.
In order to achieve the above object, an invention according to claim 1 is fixed to a throttle valve provided in an intake passage of an engine, drive means including a first motor and a second motor, and a shaft of the first motor, A first ring gear that rotates about a predetermined rotation axis; a second ring gear that is fixed to the shaft of the second motor and rotates about the predetermined rotation axis; and the first ring gear and the second ring gear; A planetary gear that rotates about a rotation axis orthogonal to the rotation axis and revolves around the rotation axis, a gear shaft that supports the planetary gear so as to rotate, and a rotation of the planetary gear that is fixed to the gear shaft to the throttle valve a planetary carrier for transmitting a first regulating means for regulating the rotation range of the first motor, regulating the rotation range of the second motor Look including a second regulating means that, the first regulating means and said second regulating means regulates individually pivoting range and the range of rotation of the second motor of the first motor is the throttle device .

  According to this configuration, a differential gear mechanism (differential gear mechanism) is configured by the first and second ring gears, the planetary gear, and the planetary carrier. When the first and second motors rotate the first and second ring gears around the common rotation axis in the same direction, the planetary gear revolves around the rotation axis. The revolution of the planetary gear is transmitted to the planetary carrier through the gear shaft. The rotation of the planetary carrier is transmitted to the throttle valve. As a result, the throttle valve is displaced in the intake passage, so that the throttle opening can be adjusted.

  When the shaft of the first motor is fixed, the rotational resistance of the first ring gear increases. When only the second motor is driven in this state to rotate the second ring gear, the planetary gear rolls on the first ring gear and revolves around the rotation axis. Thereby, the planetary carrier supporting the planetary gear via the gear shaft rotates around the rotation axis. Therefore, the throttle opening can be adjusted by driving the throttle valve. If the second motor is fixed, the rotational resistance of the second ring gear increases. When only the first motor is driven in this state to rotate the first ring gear, the planetary carrier rolls on the second ring gear and revolves around the rotation axis. Thereby, since the planetary carrier rotates, the throttle valve can be adjusted by driving the throttle valve. Thus, even if one of the first and second motors is fixed, the fixed motor does not become a load when driving the other normal motor. Therefore, power consumption does not become excessive when the throttle valve is driven only by a normal motor.

In one embodiment, the first and second ring gears are arranged to face each other, and gear teeth are formed on opposite surfaces of each other. The planetary gear is disposed between the pair of gear teeth and meshes with the pair of gear teeth.
Further, in this invention, the first regulating means and second regulating means, the rotation range and rotation range of the second motor of the first motor you are regulated separately.

With this configuration, it is possible to cope with a motor disconnection failure, a failure that continues to drive to the fully closed side, and a failure that continues to drive to the fully open side, in addition to the fixing of the motor.
For example, when a disconnection failure occurs in the first motor, the first ring gear can be freely rotated. At this time, when the second motor is driven to rotate the second ring gear, this rotation is transmitted to the planetary gear to rotate the planetary gear, and the rotation of the planetary gear is transmitted to the first ring gear. As a result, since the first ring gear rotates in the opposite direction to the second ring gear, it may not be possible to cause the planetary gear to revolve.

  Therefore, the rotation range of the first motor is regulated by the first regulating means. Then, when the first motor rotates to one end of the rotation range, the rotation of the first ring gear is restricted. When the second ring gear is further rotated from this state, the planetary gear rolls on the first ring gear whose rotation is restricted, and revolves around the rotation axis. As a result, rotation of the planetary carrier can be caused, so that the throttle opening can be adjusted.

The same applies when a failure occurs in the first motor that keeps driving fully closed or fully open. That is, also in this case, the revolution of the planetary gear can be caused by driving the second ring gear by the second motor while the rotation of the first ring gear is restricted at one end of the rotation range. Thereby, a throttle valve can be driven via a planetary carrier.
The same applies when a disconnection failure occurs in the second motor or a failure that continues to rotate toward the fully open side or the fully closed side occurs. That is, when the rotation of the second motor (second ring gear) reaches a state restricted at one end of the rotation range, the planetary carrier can be rotated by the subsequent rotation of the first motor (first ring gear). . Thereby, the throttle opening can be adjusted.

The first restricting means may restrict the rotation range of the shaft of the first motor, or may restrict the rotation range of the first ring gear. Similarly, the second restricting means may restrict the rotation range of the shaft of the second motor, or restrict the rotation range of the second ring gear. Specifically, these restricting means may be stoppers that restrict the rotation range of the motor shaft or the ring gear . Also, regulating means may be constituted by a brake mechanism such as an electromagnetic brake for braking the rotation of the motor shaft.

According to a second aspect of the present invention, there is provided an abnormality determination unit that determines whether an abnormality has occurred in any of the first motor and the second motor, and the abnormality determination unit that includes the first motor and the second motor. when one is determined to be abnormal, further comprising, according to claim 1, wherein the throttle and the rotation resistance control unit to be larger than the other motor rotational resistance of said one motor (motor abnormality occurs), the Device.

  According to this configuration, it is possible to increase the rotational resistance of the motor in which the abnormality has occurred and brake the ring gear corresponding to the motor in which the abnormality has occurred. As a result, when the normal motor is driven, the revolution of the planetary gear can be promptly caused by the rotation of the ring gear corresponding to the normal motor. That is, the drive of the throttle valve can be started by the normal side motor without waiting for the abnormal side motor to rotate to one end of the rotation range.

One specific example for increasing the rotational resistance of the motor is to short-circuit the motor terminal by the rotational resistance control means and apply a so-called motor brake to the motor. Of course, the rotational resistance can be applied to the motor also by other rotational resistance applying means such as the brake mechanism described above.
According to a third aspect of the present invention, the throttle opening detecting means for detecting the throttle opening corresponding to the rotational position of the throttle valve, the shaft of the first motor and the shaft of the second motor are respectively rotatable. Control to drive the other motor so that the detection result of the throttle opening detection means becomes a predetermined value when it is determined whether or not the shaft of one of the motors is non-rotatable The throttle device according to claim 1, further comprising: means.

  According to this configuration, when any shaft of the first motor and the second motor becomes non-rotatable (that is, when the shaft of the motor is fixed), any motor shaft becomes non-rotatable. It is specified whether it became. Then, the throttle opening is led to a predetermined value (for example, a fully closed value) by driving the rotatable motor. Thus, a fail-safe operation when the motor is fixed can be performed.

According to a fourth aspect of the present invention, the throttle opening degree detection means includes first rotation angle detection means for detecting the rotation angle of the first motor, and second rotation angle detection means for detecting the rotation angle of the second motor. When the control means determines that the shaft of one motor is not rotatable, the rotation angle detection means corresponding to the other motor detects the rotation angle detection means corresponding to the one motor. 4. The throttle device according to claim 3 , wherein the other motor is driven so as to detect a rotation angle having a predetermined relationship with the result.

  According to this configuration, the first and second motors are controlled based on the rotation angles detected by the first and second rotation angle detecting means, respectively. If the shaft of one of the motors cannot rotate, this can be determined based on the output signal of the rotation angle detecting means corresponding to the motor. Then, the other normal motor is controlled such that the rotation angle detection means corresponding thereto detects a rotation angle having a predetermined relationship with the detection result of the rotation angle detection means corresponding to the abnormal motor. . Thereby, the throttle opening degree can be led to a predetermined value (for example, a fully closed value).

According to a fifth aspect of the present invention, the throttle opening θth, the rotation angle θm1 of the first motor, and the rotation angle θm2 of the second motor are in a relationship of θth = (θm1 + θm2) / 2, and the control means includes: When it is determined that the shaft of one motor is not rotatable, the detection result of the rotation angle detecting means corresponding to the other motor in order to set the throttle opening to the predetermined value θ is “2θ−the one The throttle device according to claim 4 , wherein the other motor is driven so as to obtain a “detection result of the rotation angle detection means corresponding to the other motor”.

The rotation angle of the first motor (that is, the rotation angle of the first ring gear) is represented by θm1, and the rotation angle of the second motor (that is, the rotation angle of the second ring gear) is represented by θm2. At this time, the rotation angle θth of the planetary carrier is expressed by the following equation (a).
θth = (θm1 + θm2) / 2 …… (a)
Since the rotation angle of the planetary carrier corresponds to the rotation angle of the throttle valve, it is an index representing the throttle opening. Therefore, this rotation angle is referred to as “throttle opening θth”.

For example, it is assumed that the shaft of the first motor is fixed at the rotation angle θm1 = θm1F and cannot be rotated for other reasons. In this case, the throttle opening degree θth can be controlled to the predetermined value θ by determining the rotation angle θm2 of the second motor according to the following equation (b).
θm2 = 2θ−θm1F (b)
Similarly, when the second motor becomes unable to rotate due to sticking or other reasons, the rotation angle θm1 of the first motor can be determined according to the following equation (c) using the rotation angle θm2F of the second motor at that time. Good. Thereby, the throttle opening degree θth can be controlled to a predetermined value θ.

θm1 = 2θ−θm2F (c)
The invention according to claim 6 further includes accelerator opening detecting means for detecting an accelerator opening corresponding to an operation amount of the accelerator operating member, and the control means determines that the shaft of one of the motors is not rotatable. If the throttle opening corresponding to the accelerator opening detected by the accelerator opening detecting means is smaller than the throttle opening detected by the throttle opening detecting means, the detection of the throttle opening detecting means The other motor is driven so that the result is the throttle opening corresponding to the detection result of the accelerator opening detecting means, and the throttle opening corresponding to the accelerator opening detected by the accelerator opening detecting means is the throttle opening. When the throttle opening detected by the opening detection means is greater than or equal to the throttle opening, the detection result of the throttle opening detection means is set to a predetermined value. Driving a serial other motor at a predetermined speed, a throttle device according to any one of claims 3-5.

  According to this configuration, when the accelerator operation member is operated, the operation amount is detected by the accelerator opening detection means. The drive means is controlled by the control means in accordance with the detected operation amount, and the throttle valve is displaced in the intake passage accordingly. As a result, the throttle opening changes. The throttle opening is detected by throttle opening detection means. The drive means is controlled by the control means so that the detected throttle opening corresponds to the operation amount of the accelerator operation member.

When one of the shafts of the first and second motors cannot rotate, the control means controls the normal motor so as to guide the throttle opening to a predetermined value (for example, a fully closed value). At this time, when the throttle opening corresponding to the accelerator opening is smaller than the actual throttle opening, the control means controls the normal motor so that the throttle opening corresponds to the accelerator opening. Thus, when the operator intends to suddenly decelerate the engine and decreases the accelerator opening rapidly, the throttle opening can be quickly decreased following this. That is, the throttle opening can be led to a predetermined value while reflecting the operator's intention. On the other hand, when the throttle opening corresponding to the accelerator opening is equal to or greater than the actual throttle opening, the operator has no intention of sudden deceleration. Therefore, in this case, the control means, so that the throttle opening becomes a predetermined value, the dynamic drive at a predetermined speed to the normal side motor. Therefore, by appropriately setting the predetermined speed, it is possible to lead the throttle opening to a predetermined value without giving an excessive sense of discomfort to an operator who does not intend to decelerate.

The “predetermined speed” is a motor drive speed at which the vehicle speed decreases at a predetermined rate (for example, −2.0 m / s ² ).
According to a seventh aspect of the present invention, the throttle opening degree detecting means for detecting the throttle opening degree corresponding to the rotational position of the throttle valve and whether each of the first motor and the second motor is abnormal are determined, If the motor is abnormal, and further comprising a detection result of the throttle opening degree detecting means and a control means for driving the other motor to a predetermined value, and the throttle device according to claim 1, wherein is there.

According to this configuration, when an abnormality occurs in any one of the first motor and the second motor, it is specified which motor has the abnormality. Then, by driving the normal motor, the throttle opening is led to a predetermined value (for example, fully closed). Thus, a fail safe operation can be performed when the motor is abnormal.
According to an eighth aspect of the present invention, the throttle opening degree detection means includes first rotation angle detection means for detecting the rotation angle of the first motor, and second rotation angle detection for detecting the rotation angle of the second motor. And when the control means determines that one of the motors is abnormal, the rotation angle detection means corresponding to the other motor indicates the detection result of the rotation angle detection means corresponding to the one motor. The throttle device according to claim 7 , wherein the other motor is driven so as to detect a rotation angle having a predetermined relationship with the motor.

  According to this configuration, the first and second motors are controlled based on the rotation angles detected by the first and second rotation angle detecting means, respectively. When an abnormality occurs in one of the motors, the other normal motor is controlled so that the corresponding rotation angle detection means detects a rotation angle that has a predetermined relationship with the rotation angle of the abnormal motor. The Thereby, the throttle opening can be led to a predetermined value.

According to a ninth aspect of the present invention, the throttle opening degree θth, the rotation angle θm1 of the first motor, and the rotation angle θm2 of the second motor are in a relationship of θth = (θm1 + θm2) / 2, and the control means When it is determined that one of the motors is abnormal, in order to set the throttle opening to a predetermined value θ, the detection result of the rotation angle detecting means corresponding to the other normal motor is “2θ−in the one motor. The throttle device according to claim 8 , wherein the other motor is driven so as to obtain a “detection result of the corresponding rotation angle detection means”.

The expression (b) can be extended to the case where the rotation angle θm1 of the first motor varies. That is, when an abnormality occurs in the first motor, the rotation angle θm2 of the second motor may be determined according to the following equation (d) according to the rotation angle θm1. Thereby, the throttle opening degree θth can be led to the predetermined value θ by driving the second motor.
θm2 = 2θ−θm1 (d)
Similarly, the equation (c) can be extended to the case where the rotation angle θm2 of the second motor varies. That is, when an abnormality occurs in the second motor, the rotation angle θm1 of the first motor may be determined according to the following equation (e). Accordingly, the throttle opening degree θth can be led to the predetermined value θ by driving the first motor.

θm1 = 2θ−θm2 (e)
The invention according to claim 10 further includes accelerator opening detection means for detecting an accelerator opening corresponding to an operation amount of the accelerator, and when the control means determines that one of the motors is abnormal, When the throttle opening corresponding to the accelerator opening detected by the opening detecting means is smaller than the throttle opening detected by the throttle opening detecting means, the detection result of the throttle opening detecting means is the accelerator opening. The other motor is driven so that the throttle opening corresponding to the degree detection result is obtained, and the throttle opening corresponding to the accelerator opening detected by the accelerator opening detecting means is detected by the throttle opening detecting means. When the throttle opening is greater than or equal to the throttle opening, the other motor is set to a predetermined value so that the detection result of the throttle opening detection means becomes a predetermined value. Driven in degrees, it is the throttle device according to any one of claims 7-9.

  When an abnormality occurs in one of the first and second motors, the control means controls the normal motor so as to guide the throttle opening to a predetermined value (for example, a fully closed value). At this time, when the throttle opening corresponding to the accelerator opening is smaller than the actual throttle opening, the control means controls the normal motor so that the throttle opening corresponds to the accelerator opening. Thus, when the operator intends to suddenly decelerate the engine and decreases the accelerator opening rapidly, the throttle opening can be quickly decreased following this. That is, the throttle opening can be led to a predetermined value while reflecting the operator's intention. On the other hand, when the throttle opening corresponding to the accelerator opening is equal to or greater than the actual throttle opening, the operator has no intention of sudden deceleration. Therefore, in this case, the control means drives the motor on the normal side at a predetermined speed so that the throttle opening becomes a predetermined value. Therefore, by appropriately setting the predetermined speed, it is possible to lead the throttle opening to a predetermined value without giving an excessive sense of discomfort to an operator who does not intend to decelerate.

The “predetermined speed” is a motor drive speed at which the vehicle speed decreases at a predetermined rate (for example, −2.0 m / s ² ).
The invention according to claim 11 is a transportation device including an engine and the throttle device according to any one of claims 1 to 10 for adjusting an intake air amount to the engine.
With this configuration, it is possible to provide a transportation device including a throttle device that can adjust the throttle opening without requiring a large amount of power by another motor even when one motor is fixed.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.
FIG. 1 is a schematic side view showing a configuration of a motorcycle according to an embodiment of the present invention. The motorcycle 1 includes a body frame 2, an engine 3, a front wheel 4, and a rear wheel 5. An engine 3 is mounted on the body frame 2. A head pipe 6 is provided at the front portion of the vehicle body frame 2. A front fork 7 is supported on the head pipe 6 so as to be swingable in the left-right direction. A front wheel 4 is pivotally supported at the lower end of the front fork 7. A rear arm 8 is supported at the rear portion of the vehicle body frame 2. The rear wheel 5 is supported on the rear end portion of the rear arm 8.

  A handle 10 for steering the motorcycle 1 is fixed to the upper end of the front fork 7. At both ends of the handle 10, a pair of grips that the rider holds with left and right hands are provided. One of them (usually the right grip) is an accelerator grip 11 (accelerator operating member) that is rotated around the handle shaft by the rider. The accelerator grip 11 is provided with an accelerator opening detecting unit 12 (accelerator opening detecting means) for detecting the operation amount. Hereinafter, the operation amount of the accelerator grip 11 is referred to as “accelerator opening”. That is, the accelerator opening detection unit 12 detects the accelerator opening. The throttle opening of the engine 3 is adjusted according to the output of the accelerator opening detection unit 12, that is, the accelerator opening. Therefore, the rider can adjust the rotational speed of the engine 3 by operating the accelerator grip 11.

The engine 3 is, for example, a water-cooled four-cycle four-cylinder engine. The engine 3 has a crankcase 15 in which a crankshaft is accommodated in the lower part. A cylinder block 16 is coupled to a front portion on the crankcase 15. A cylinder head 17 is fixed on the cylinder block 16.
A transmission mechanism (not shown) is built in the crankcase 15. A chain 19 is wound around the output shaft of the transmission mechanism and a sprocket 18 fixed to the rear wheel 5. As a result, the driving force of the engine 3 is transmitted to the rear wheel 5 via the speed change mechanism and the chain 19.

A fuel tank 20 is disposed above the engine 3 and supported by the vehicle body frame 2. A seat 21 is disposed behind the fuel tank 20. An ECU (Electronic Control Unit) 22 as a control device is provided below the seat 21.
An exhaust port is opened in the front wall of the cylinder head 17 of the engine 3. An exhaust pipe 23 is connected to the exhaust port. The exhaust pipe 23 is bent rearward and is connected to a muffler 24 disposed on the side of the rear wheel 5.

An intake port is opened in the rear wall of the cylinder head 17. A throttle device 60 is connected to the intake port.
FIG. 2 is a diagram for explaining a configuration related to the engine 3. The engine 3 includes a crankcase 15, a cylinder block 16 communicating with the crankcase 15, a cylinder head 17 coupled to the head of the cylinder block 16, and a piston 26 accommodated in the cylinder block 16. Yes. A crankshaft 27 is rotatably supported on the crankcase 15. A rotor of an electric generator (ACM) 41 is coupled to the crankshaft 27.

  An intake pipe 42 and an exhaust pipe 23 are coupled to the cylinder head 17, and these communicate with a combustion chamber 43 above the piston 26. A spark plug 44 is attached to the cylinder head 17, and a discharge portion of the spark plug 44 is located in the combustion chamber 43. A discharge voltage is applied to the spark plug 44 from the ignition coil 45.

  An injector 40 is attached in the middle of the intake pipe 42. The fuel stored in the fuel tank 20 is supplied to the injector 40 by a fuel pump 47. A throttle device 60 is interposed in the intake pipe 42. The throttle device 60 includes a throttle valve 66. An intake temperature sensor 52 and an intake pressure sensor 53 are further attached to the intake pipe 42. The throttle device 60 is a device for adjusting the amount of intake air to the engine 3 by changing the opening degree of the intake passage (throttle opening degree) according to the accelerator operation of the rider. The throttle device 60 is disposed upstream of the injector 40 in the intake air inflow direction. The intake air temperature sensor 52 detects the temperature of the air introduced into the intake pipe 42. The intake pressure sensor 53 is disposed between the throttle device 60 and the injector 40 and detects the pressure of intake air in the intake pipe 42.

Further, a water temperature sensor 54 is attached to the cylinder block 16, and a crank angle sensor 55 is attached to the crankcase 15. The water temperature sensor 54 detects the temperature of the cooling water that cools the engine 3. The crank angle sensor 55 detects the rotation angle of the crankshaft 27.
Output signals from the sensors are given to the ECU 22 (see FIG. 1). The ECU 22 executes control of the ignition coil 45 (ignition control), control of the injector 40 (fuel injection control), control of the fuel pump 47 (fuel supply control), and control of the throttle device 60 (intake air amount control).

  FIG. 3 is a schematic configuration diagram of the throttle device 60. In this embodiment, the throttle device 60 is applied to a four-cylinder engine. The throttle device 60 includes four throttle bodies 62 that respectively define four intake passages 61 coupled to the four intake ports. The four throttle bodies 62 are coupled to and supported by the frame 63 in a linear arrangement. Thereby, the intake passages 61 are linearly arranged. Spacers 64 are interposed between the two pairs of throttle bodies 62 on both sides, so that the interval between the throttle bodies 62 is aligned with the interval between the intake ports. A throttle shaft (valve shaft of a throttle valve) 65 is disposed so as to penetrate these four throttle bodies 62 and two spacers. The throttle shaft 65 is supported by a bearing (not shown) provided on the throttle body 62 so as to be rotatable about its axis.

  Four throttle valves 66 are coupled to the middle portion of the throttle shaft 65 at intervals. The four throttle valves 66 are located in the four intake passages 61, respectively. The throttle valve 66 can take an arbitrary angular position between the fully closed position and the fully open position by rotating the throttle shaft 65 about its axis. The fully closed position is a position where the throttle valve 66 is substantially orthogonal to the gas flow direction of the intake passage 61 (the axial direction of the intake passage 61). The fully open position is a position where the throttle valve 66 is in a posture substantially parallel to the gas flow direction of the intake passage 61. For example, if the angular position of the throttle valve 66 is expressed with reference to a direction perpendicular to the gas flow path of the intake passage 61, the fully closed position can be expressed as 0 degrees, the fully open position can be expressed as 85 degrees, for example. The angular position of the throttle valve 66 represents the throttle opening, that is, the degree of opening of the intake passage 61 adjusted by the throttle valve 66. The four throttle valves 66 are fixed to the throttle shaft 65 in a posture parallel to each other. Therefore, the throttle opening in the four intake passages 61 can be synchronized and adjusted to the same value by the rotation of the throttle shaft 65.

  A drive mechanism 70 for rotating the throttle shaft 65 to vary the throttle opening is coupled between the two central throttle bodies 62, in other words, between the two central intake passages 61. The drive mechanism 70 includes first and second motors M1 and M2, a differential gear mechanism 90, a return spring 73, a bracket 74 for holding them, and a throttle gear 75 coupled to a throttle shaft 65. . Rotation angle sensors 81 and 82 for detecting these rotation angles are respectively attached to the motors M1 and M2.

  FIG. 4 is an exploded perspective view for explaining the structure of the differential gear mechanism 90. The differential gear mechanism 90 includes a first ring gear 91, a second ring gear 92, a plurality of planetary gears 93, a plurality of gear shafts 94, and a planetary carrier 95. The drive shafts 71 and 72 of the motors M <b> 1 and M <b> 2 are both disposed along the rotation axis 80 parallel to the throttle shaft 65. The first ring gear 91 is fixed to the drive shaft 71 of the first motor M <b> 1, and rotates around the rotation axis 80 together with the drive shaft 71. The second ring gear 92 is fixed to the drive shaft 72 of the second motor M <b> 2, and rotates around the rotation axis 80 together with the drive shaft 72. The first and second ring gears 91 and 92 are a pair of disk-shaped gear members facing each other, and bevel gear portions 91a and 92a are formed on the peripheral portions of the surfaces (inner surfaces) facing each other. A plurality (four in this embodiment) of planetary gears 93 are arranged at equal intervals between these bevel gear portions 91a and 92a. Each planetary gear 93 is a bevel gear, and meshes with both the bevel gear portions 91a and 92a of the first and second ring gears 91 and 92. Each planetary gear 93 is pivotally supported on a gear shaft 94 so as to be able to rotate. That is, the planetary gear 93 can rotate around the rotation axis along the gear shaft 94. A plurality (four in this embodiment) of gear shafts 94 are arranged along a plane orthogonal to the rotation axis 80 and are arranged radially about the rotation axis 80. Inner ends of the gear shafts 94 are coupled to each other by a coupling member 96. The outer end portion of each gear shaft 94 is coupled to the planetary carrier 95.

  The planetary carrier 95 supports the planetary gear 93 via a gear shaft 94 on the inside thereof, and has a gear portion 97 that meshes with the throttle gear 75 on the outside thereof. Furthermore, the planetary carrier 95 includes a pair of support members 98 and 99 (see FIG. 3, not shown in FIG. 4) that support the gear portion 97 from both sides. The support member 98 is rotatably coupled to the drive shaft 71 of the first motor M1. The support member 99 is rotatably coupled to the drive shaft 72 of the second motor M2. Therefore, the planetary carrier 95 can rotate around the rotation axis 80 independently of the drive shafts 71 and 72. Therefore, the planetary gear 93 can revolve around the rotation axis 80. The rotation of the planetary carrier 95 (revolution of the planetary gear 93) is transmitted from the gear portion 97 to the throttle gear 75, and causes the throttle shaft 65 to rotate. Therefore, when the planetary carrier 95 rotates, the throttle valve 66 coupled to the throttle shaft 65 rotates in the intake passage 61. As a result, the throttle opening changes.

As shown in FIG. 3, the throttle gear 75 is fixed to the throttle shaft 65 between the two throttle bodies 62 at the center. The throttle gear 75 only needs to have a tooth row extending over an angle range of about 90 degrees corresponding to the throttle valve 66 from the fully closed position to the fully open position, but in FIG. Is shown.
A pair of regulating members 83 for regulating the rotation angle range of the drive shaft 71 is fixed to the first motor M1. A rod 84 extending in a direction orthogonal to the rotation axis 80 is fixed to the drive shaft 71 of the first motor M1. When the rod 84 abuts on the regulating member 83, the rotational angle range of the drive shaft 71, that is, the rotational angle range of the first motor M1 is regulated. Similarly, a pair of regulating members 85 for regulating the rotation angle range of the drive shaft 72 is fixed to the second motor M2. A rod 86 extending in a direction orthogonal to the rotation axis 80 is fixed to the drive shaft 72 of the second motor M2. When the rod 86 abuts on the restriction member 85, the rotation angle range of the drive shaft 72, that is, the rotation angle range of the second motor M2 is restricted.

The rotation angle sensor 81 detects the rotation angle of the drive shaft 71. The rotation angle sensor 82 detects the rotation angle of the drive shaft 72. The rotation angle sensors 81 and 82 can be composed of, for example, a potentiometer that generates a signal corresponding to the rotation angle of the drive shafts 71 and 72.
The return spring 73 is constituted by a torsion spring wound around the throttle shaft 65. One end of the return spring 73 is held by a predetermined portion of the bracket 74, and the other end is fixed to the throttle gear 75. The return spring 73 is pre-torsioned, whereby the return spring 73 elastically biases the throttle shaft 65 via the throttle gear 75 in a direction that guides the throttle valve 66 to the fully closed position. The main function of the return spring 73 is to eliminate backlash between the gears. That is, by the action of the return spring 73, the gears constituting the differential gear mechanism 90 and the gear portion 97 of the planetary carrier 95 and the throttle gear 75 are engaged with each other while being always urged in one direction. ing. Therefore, the rotation of the drive shafts 71 and 72 accurately corresponds to the rotation of the throttle shaft 65. Therefore, the angular position of the throttle valve 66 fixed to the throttle shaft 65, that is, the throttle opening can be accurately detected based on the outputs of the rotation angle sensors 81 and 82.

  FIG. 5 is an illustrative diagram for explaining the operating principle of the differential gear mechanism 90. Consider a case where the drive shafts 71, 72 of both motors M1, M2 are rotated around the rotation axis 80 in the same direction and at the same speed. In this case, the planetary gear 93 sandwiched between the first and second ring gears 91 and 92 that rotate together does not rotate but revolves around the rotation axis 80 exclusively. As a result, the planetary carrier 95 rotates around the rotation axis 80 and rotates the throttle gear 75.

  When the rotation of the drive shaft 72 of the second motor M2 is restricted and the drive shaft 71 of the first motor M1 is rotated, the planetary gear 93 rolls on the stopped second ring gear 92. That is, the planetary gear 93 revolves around the rotation axis 80 while rotating. As a result, the planetary carrier 95 rotates around the rotation axis 80 and rotates the throttle gear 75. The same applies when the rotation of the drive shaft 71 of the first motor M1 is restricted and the drive shaft 72 of the second motor M2 is rotated.

  When the drive shaft 72 of the second motor M2 is in a freely rotating state and the drive shaft 71 of the first motor M1 is rotated, the planetary gear 93 is rotated by the rotation of the first ring gear 91, and the second ring gear 92 is rotated by the rotation of the planetary gear 93. Rotates in the opposite direction to the first ring gear 91. Accordingly, the planetary carrier 95 does not rotate and the throttle valve 66 is not driven.

Therefore, the planetary carrier 95 can be rotated by rotating both the drive shafts 71 and 72 of the motors M1 and M2 or by rotating the other drive shaft while restricting the rotation of one drive shaft. The throttle valve 66 can be driven.
FIG. 6 is a block diagram for explaining an electrical configuration related to the control of the throttle device 60. Output signals from the pair of rotation angle sensors 81 and 82 are input to the ECU 22. Further, an output signal (accelerator opening) of the accelerator opening detection unit 12 that detects the operation amount of the accelerator grip 11 is input to the ECU 22.

  The ECU 22 includes a control unit 30, a pair of motor drive circuits 35 and 36 corresponding to the first and second motors M1 and M2, and a pair of current detection circuits 37 corresponding to the first and second motors M1 and M2, respectively. , 38. The motor drive circuits 35 and 36 supply motor currents to the first and second motors M1 and M2, respectively. The current detection circuits 37 and 38 detect motor currents supplied from the motor drive circuits 35 and 36 to the first and second motors M1 and M2. The motor drive circuits 35 and 36 supply current corresponding to the control signal from the control unit 30 to the first and second motors M1 and M2. The current detection circuits 37 and 38 feed back a detection signal representing the detected motor current to the control unit 30.

The control unit 30 can provide control signals to the motor drive circuits 35 and 36 and can receive detection signals from the current detection circuits 37 and 38. Furthermore, the output signal of the accelerator opening detection unit 12 is input to the control unit 30, and the output signals of the rotation angle sensors 81 and 82 are input to the control unit 30.
FIG. 7 is a flowchart for explaining a process that the control unit 30 repeatedly executes every predetermined control cycle. The control unit 30 takes in signals from sensors and calculates the accelerator opening and the throttle opening (step S0). More specifically, the accelerator opening is obtained by taking the output signal of the accelerator opening detecting unit 12, and the throttle opening is obtained by taking the output signals of the rotation angle sensors 81 and 82.

  Further, the control unit 30 executes a motor abnormality determination process (step S1). In this motor abnormality determination process, it is determined whether an abnormality has occurred in either of the motors M1 and M2. Further, when an abnormality has occurred, the motor in which the abnormality has occurred and the normal motor are specified, and further, the type of abnormality is specified. In this embodiment, the types of abnormalities are motor disconnection, motor shaft adhesion, full open abnormality, and full closure abnormality. The motor shaft fixing is a failure in which the motor drive shaft cannot be mechanically moved, and is a failure caused by gear biting or bearing seizure. The fully open abnormality is an abnormality in which the motor continues to fully open. The fully closed abnormality is an abnormality in which the motor continues to rotate toward the fully closed side.

  If no abnormality has occurred (step S2: NO), normal control is performed (step S3). The normal control is feedback control of the motors M1 and M2 so that the target throttle opening corresponding to the accelerator opening and the throttle opening (actual opening) obtained from the output values of the rotation angle sensors 81 and 82 are matched. To do. More specifically, both the drive shafts 71 and 72 of the motors M1 and M2 are controlled to the same rotation angle. As a result, the throttle opening is controlled in accordance with the rider's accelerator operation. The feedback control may be performed by proportional integral derivative (PID) control.

If it is determined that an abnormality has occurred (step S2: YES), fail-safe processing is executed. Specifically, it is first determined whether or not the throttle opening is a fully closed value, that is, whether or not the throttle valve 66 is in a fully closed position (step S4). If the throttle valve 66 is in the fully closed position, the power supply to the motors M1 and M2 is stopped (step S5), and the process ends.
If the throttle valve 66 is not in the fully closed position (step S4: NO), the control unit 30 stops energization of the abnormal motor identified in step S1 (step S6). Therefore, the subsequent operation is executed by driving only the normal motor. When the energization of the abnormal motor is stopped, the control unit 30 executes control for short-circuiting between the motor terminals in order to brake the rotation of the motor (step S7).

  Next, the control unit 30 generates a throttle opening command (failure throttle opening command) for changing the throttle opening at a predetermined fully closed speed and leading to a fully closed value (step S8). This throttle opening command represents a target throttle opening generated in time series so as to lead the throttle opening to the fully closed speed at the fully closed speed from the throttle opening when it is determined that an abnormality has occurred. The fully closed speed is determined in consideration of the deceleration of the motorcycle 1 caused by the decrease in the rotational speed of the engine 3 accompanying the decrease in the throttle opening. That is, the fully closed speed is determined according to the specifications of the motorcycle 1 so that the deceleration at this time does not give an excessive sense of incongruity to the rider who does not intend to decelerate.

  Next, the control unit 30 compares the throttle opening command set in this way with the accelerator opening (step S9). In this case, the accelerator opening is a target throttle opening corresponding to the accelerator opening detected by the accelerator opening detection unit 12. The case where the accelerator opening is smaller than the throttle opening command (step S9: YES) is a case where the throttle valve 66 is about to be closed rapidly by the rider's intention. Therefore, the control unit 30 controls the normal motor according to the accelerator opening (step S10). That is, the normal motor is controlled so that the throttle opening obtained from the output values of the rotation angle sensors 81 and 82 matches the accelerator opening. Accordingly, the throttle valve 66 can be rapidly guided to the fully closed position according to the rider's intention. An example of the time change of the accelerator opening and the throttle opening in such a situation is shown in FIG. 8A. The broken line corresponds to the case where the throttle opening is led to the fully closed value at the fully closed speed according to the throttle opening command value.

  On the other hand, when the accelerator opening is equal to or greater than the throttle opening command (step S9: NO), the rider does not intend to rapidly close the throttle valve 66. Thus, the control unit 30 controls the normal motor based on the throttle opening command (failure throttle opening command) (steps S11 to S15). Thus, the normal motor is driven so that the throttle opening degree reaches the fully closed value at the fully closed speed. Therefore, the throttle valve 66 is driven toward the fully closed position. An example of the time change of the accelerator opening and the throttle opening in such a situation is shown in FIG. 8B.

  More specifically, in the control unit 30, the change rate of the throttle opening calculated from the rotation angle detected by the rotation angle sensors 81 and 82 (the rotation angular velocity of the throttle valve 66) is a fully closed speed (for example, 8. It is determined whether it has reached 5 deg / sec) (step S11). If the change speed of the throttle opening does not reach the fully closed speed (step S11: NO), the control unit 30 corrects the throttle opening command value so that the throttle valve 66 is accelerated at a predetermined acceleration (step S12). ). Accordingly, the throttle valve 66 is accelerated at the predetermined acceleration until the fully closed speed is reached. After the angular speed of the throttle valve 66 reaches the fully closed speed (step S11: YES), the process of step S12 is omitted. That is, the normal motor is driven at a predetermined speed so that the throttle valve 66 is driven at a constant speed at the fully closed speed. The predetermined acceleration may be appropriately determined according to the specifications of the motorcycle 1 so that the rider of the motorcycle 1 does not feel excessive discomfort with the fluctuation of the engine speed due to the fluctuation of the throttle opening. The “acceleration” of the throttle valve 66 means a case where the absolute value of the displacement speed of the throttle valve 66 (that is, the rotational speed of the motor) increases, and the rate of change of the absolute value is “acceleration”. The predetermined acceleration may be, for example, a speed change rate such that a required time from the current speed to the fully closed speed is 500 milliseconds.

  Further, the control unit 30 determines whether or not the throttle opening is equal to or less than a predetermined opening (step S13). If the throttle opening is equal to or smaller than the predetermined opening (step S13: YES), the control unit 30 causes the deceleration until the throttle valve is fully closed and the angular velocity of the throttle valve 66 becomes zero to be the predetermined deceleration. Next, correct the throttle opening command. As a result, the throttle valve 66 can be prevented from suddenly stopping when the throttle is fully closed, and the throttle opening change immediately before the throttle is fully closed can be mitigated. When the throttle opening exceeds the predetermined opening (step S13: NO), the process of step S14 is omitted. That is, the normal motor is driven in accordance with the throttle opening command set in step S8 and corrected in step S12 as necessary. The predetermined deceleration may be appropriately determined according to the specifications of the motorcycle 1 so that the rider of the motorcycle 1 does not feel excessive discomfort due to fluctuations in the throttle opening. The “deceleration” of the throttle valve 66 means a case where the absolute value of the displacement speed of the throttle valve 66 (that is, the rotational speed of the motor) decreases, and the rate of change of the absolute value is “deceleration”. The predetermined deceleration may be, for example, a speed change rate such that the speed becomes zero in 500 milliseconds.

Thus, the motors M1 and M2 are driven in accordance with the throttle opening command set in step S8 and corrected in steps S12 and S14 as necessary (step S15). As a result, as illustrated in FIG. 8B, the accelerator opening can be changed and the throttle can be fully closed.
FIG. 9 is a flowchart for explaining the contents of the motor abnormality determination process (step S1 in FIG. 11). In the motor abnormality determination process, presence / absence determination (step S100) for determining presence / absence of abnormality of any motor, abnormality-side motor specification (step S101) for specifying an abnormal motor, motor disconnection determination (step S102), motor It includes a shaft sticking determination (step S103) and a fully open / fully closed abnormality determination (step S104). If there is no abnormality in any of the motors (step S100: NO), the motor abnormality determination process is terminated.

  The presence / absence of abnormality of the motors M1 and M2 (step S100) is determined based on the motor application voltage applied to the motors M1 and M2 from the motor drive circuits 35 and 36, the motor current detected by the current detection circuits 37 and 38, and the motor rotation. With speed. The motor rotation speed is calculated from the difference between the rotation angle detected by the rotation angle sensors 81 and 82 last time (previous control cycle) and the rotation angle detected by the rotation angle sensors 81 and 82 this time (current control cycle). More specifically, the control unit 30 is provided with an analysis model that estimates a motor current value by inputting a motor applied voltage and a motor rotation speed. This analysis model obtains a motor induced voltage based on the motor rotation speed. The analysis model further obtains a difference between the motor applied voltage and the motor induced voltage, and estimates a motor current value based on the difference value and the coil resistances of the motors M1 and M2. The control unit 30 compares the estimated motor current value thus obtained with the detected motor current value detected by the current detection circuits 37 and 38.

  If the deviation between the estimated motor current value and the detected motor current value is greater than or equal to a predetermined threshold value, control unit 30 determines that an abnormality has occurred in the motor corresponding to the deviation. If the deviation between the estimated motor current value and the detected motor current value is less than the threshold value, it is determined that the motor corresponding to the deviation is normal. Thus, the control unit 30 detects that an abnormality has occurred in one of the motors M1 and M2 (step S100), and identifies the motor in which the abnormality has occurred and a normal motor (step S101).

Note that a voltage command value calculated by the control unit 30 may be used as the motor applied voltage. However, a voltage detector that detects voltages applied to the motors M1 and M2 from the motor drive circuits 35 and 36 may be provided, and the detection value of the voltage detector may be used as the “motor applied voltage”.
If the output current value detected by the current detection circuits 37 and 38 is zero, the control unit 30 determines that the motor is disconnected (step S102). Further, if the rotation speed of the abnormal motor is zero, the control unit 30 determines that the motor shaft is fixed (step S103). Further, if the rotation speed of the abnormal side motor is a value in the opening direction, the control unit 30 determines that the opening is a full opening abnormality (step S104). (Step S105).

  FIG. 10 is an explanatory diagram for explaining the operation of the differential gear mechanism when both of the two motors are normal. For example, assume that the gear ratio between the gear portion 97 of the planetary carrier 95 and the throttle gear 75 is 1: 1. In this case, the rotation angle of the planetary carrier 95 can be regarded as the rotation angle of the throttle shaft 65. Even when the gear ratio is not 1: 1, the rotation angle of the throttle gear 75 (that is, the rotation angle of the throttle valve 66) and the rotation angle of the planetary carrier 95 are in a corresponding relationship. Therefore, the rotation angle of the planetary carrier 95 can be used as an index representing the throttle opening. Therefore, hereinafter, the rotation angle θth of the planetary carrier 95 is referred to as “throttle opening θth”.

  The throttle shaft 65 is assumed to have a rotation angle of 0 degrees when fully closed and a rotation angle of 85 degrees when fully opened. That is, the fully closed value of the throttle opening θth is 0 degree and the fully opened value is 85 degrees. In this case, the rotation angle range of the drive shaft 71 is restricted by the restriction member 83 so that the first ring gear 91 rotates in the rotation angle range of −85 degrees to +85 degrees. Further, the rotation angle range of the drive shaft 72 is restricted by the restriction member 85 so that the second ring gear 92 rotates within a rotation angle range of −85 degrees to +85 degrees.

  In FIG. 10, a black circle “●” on the left vertical axis represents the rotation angle θm1 of the first motor M1 (that is, the rotation angle of the first ring gear 91). A black circle “●” on the vertical axis in the center represents the throttle opening θth (that is, the rotation angle of the planetary carrier 95). Further, the black circle “●” on the right vertical axis represents the rotation angle θm2 of the second motor M2 (that is, the rotation angle of the second ring gear 92).

The black circles “●” representing the throttle opening θth and the rotation angles θm1 and θm2 are positioned in a straight line. That is, the relationship between the rotation angles θm1 and θm2 of the motor M1 and the motor M2 and the throttle opening θth is expressed by the following equation (1). The control unit 30 performs this calculation to obtain the throttle opening degree θth (step S0 in FIG. 7).
θth = (θm1 + θm2) / 2 (1)
When both the motors M1 and M2 are normal, the first and second ring gears 91 and 92 are rotated together. That is, the control unit 30 controls the motors M1 and M2 so that θm1 = θm2 = θth. Therefore, while maintaining the relationship of θm1 = θm2 = θth, the rotation angles θm1, θm2, and θth change in the range of 0 degree to +85 degrees. The control unit 30 controls the motors M1 and M2 so that the throttle opening degree θth matches the throttle opening degree command value corresponding to the accelerator opening degree.

  When an abnormality occurs in one of the motors M1 and M2, as described above, the control unit 30 shorts the terminals of the abnormal motor. More specifically, the control unit 30 connects both terminals of the abnormal motor to the ground potential by controlling the motor drive circuits 35 and 36 corresponding to the abnormal motor. As a result, a so-called motor brake can be applied to the abnormal motor. That is, the rotation of the abnormal motor can be braked without waiting for the rotation angle of the abnormal motor to reach one end of the rotation range and be regulated by the regulating members 83 and 84. Thereafter, the throttle is fully closed under the control of the normal motor. When only one motor is driven, a change in the throttle opening θth is suppressed, so that a sudden change in the throttle opening can be suppressed. Specifically, if the motors M1 and M2 are driven at the same speed, when only one of the motors is driven, the change rate of the throttle opening is halved as compared with the case where both are rotated together. Become.

For example, when the motor M1 fails, the control unit 30 uses the rotation angle θm1 of the first motor M1 detected by the rotation angle sensor 81, and the rotation angle θm2 as expressed by the following equation (2) is the rotation angle sensor. The normal motor M2 is controlled so as to be detected by 82. However, θd is a throttle opening command value.
θm2 = 2 × θd−θm1 (2)
This expression (2) is a relational expression obtained by modifying the expression (1) and substituting θd for θth. Therefore, by controlling the normal side motor M2 according to the equation (2), the throttle opening degree θth can be led to the throttle opening degree command value θd.

Similarly, when the motor M2 fails, the control unit 30 uses the rotation angle θm2 of the second motor M2 detected by the rotation angle sensor 82, and the rotation angle θm1 as expressed by the following equation (3) is the rotation angle. The normal motor M1 is controlled so as to be detected by the sensor 82.
θm1 = 2 × θd−θm2 (3)
This expression (3) is also a relational expression obtained by modifying the expression (1) and substituting θd for θth. Therefore, by controlling the normal motor M1 in accordance with the equation (3), the throttle opening command θth can be led to the throttle opening command value θd.

  FIG. 11 is an explanatory diagram for explaining the operation of the differential gear mechanism when a fixing failure occurs in one of the motor shafts. For example, it is assumed that the second motor M2 is fixed at a rotation angle θm2 = θm2F. At this time, if the rotation angle θm1 of the first motor M1 changes, the rotation angle (throttle opening θth) of the planetary carrier 95 changes by one half (see the above equation (1)). Therefore, by changing the rotation angle θm1 of the first motor M1 in the closing direction (−85 degrees), the throttle opening θth can be led to zero (fully closed value).

The control unit 30 controls the first motor M1 according to the equation (3) based on the rotation angles θm1 and θm2 (= θm2F) detected by the rotation angle sensors 81 and 82.
The same applies when a fixing failure occurs on the first motor M1 side. At this time, the control unit 30 controls the second motor M2 according to the equation (2) using the rotation angles θm1 and θm2 detected by the rotation angle sensors 81 and 82.

When a disconnection failure of the motor occurs, as described above, the terminals of the abnormal motor are short-circuited, so that a so-called motor brake can be applied. Thereby, since the rotation of the drive shaft of the failure side motor can be regulated, the throttle opening can be changed by driving the normal side motor in the same manner as in the case of the fixing failure.
FIG. 12 is an explanatory diagram for explaining an operation when a failure (full open abnormality) in which rotation in the fully open direction continues in one motor occurs. As described above, when an abnormality occurs, the control unit 30 applies a motor brake by short-circuiting the terminals of the abnormal motor. However, depending on the type of abnormality, the rotation of the motor may not be stopped.

  For example, it is assumed that a failure has occurred in the first motor M1 that continues to rotate in the fully open direction. At this time, the control unit 30 prevents the change in the opening direction of the throttle opening θth (the rotation angle of the planetary carrier 95) by rotating the second motor M2 in the closing direction. When the rotation of the first motor M1 reaches the state regulated by the regulating member 83 (θm1 = + 85 degrees), after that, the throttle opening θth is fully reduced by a half of the change in the rotation angle of the second motor M2. It changes in the closing direction. Thereby, the throttle opening degree θth can be led to zero (fully closed value). The change in the throttle opening θth occurs at half the speed of the change in the rotation angle θm2 of the motor M2. Therefore, the throttle is not closed rapidly, and the uncomfortable feeling associated with a sudden change in the throttle opening can be alleviated.

Also in this case, the control unit 30 controls the second motor M2 according to the equation (2) based on the rotation angles θm1 and θm2 detected by the rotation angle sensors 81 and 82.
The same applies when a fully open abnormality occurs on the second motor M2 side. At this time, the control unit 30 controls the first motor M1 according to the equation (3) using the rotation angles θm1 and θm2 detected by the rotation angle sensors 81 and 82.

  FIG. 13 is an explanatory diagram for explaining an operation when a failure (full closing abnormality) in which one motor continues to rotate in the full closing direction occurs. For example, it is assumed that a failure has occurred in the first motor M1 that continues to rotate in the fully closed direction. Also in this case, the control unit 30 controls the second motor M2 according to the equation (2) based on the rotation angles θm1 and θm2 detected by the rotation angle sensors 81 and 82.

  Specifically, the control unit 30 can prevent a sudden change in the throttle opening θth by rotating the second motor M2 in the opening direction. When the rotation of the first motor M1 reaches a state where the rotation of the first motor M1 is restricted by the restriction member 83 (θm1 = −85 degrees), thereafter, the throttle opening θth is set to one half of the change in the rotation angle of the second motor M2. Can be changed. If the rotation of the second motor M2 is stopped, the throttle opening θth can be led to zero (fully closed value) by the rotation of the first motor M1 in the closing direction.

  When the throttle opening θth should be changed in the closing direction at a speed faster than the rotation speed of the first motor M1, the control unit 30 rotates the second motor M2 in the closing direction faster than the first motor M1. When the throttle opening θth should be changed in the closing direction later than the rotation speed of the first motor M1, the control unit 30 rotates the second motor M2 in the closing direction later than the first motor M1. Or rotate in the opening direction. However, when the second motor M2 is rotated in the opening direction, the rotation angle of the second motor M2 is regulated by the regulating member 85. Accordingly, when the rotation angle of the second motor M2 reaches the value (+85 degrees) regulated by the regulating member 85 at the opening side end, thereafter, the throttle opening θth at half the rotational speed of the first motor M1. Will be led to a fully closed value.

The same applies when a fully closed abnormality occurs on the second motor M2 side. At this time, the control unit 30 controls the first motor M1 according to the equation (3) using the rotation angles θm1 and θm2 detected by the rotation angle sensors 81 and 82.
As described above, according to this embodiment, the rotation of the pair of motors M1 and M2 is transmitted to the throttle shaft 65 via the differential gear mechanism 90. Thereby, even when the shaft of one motor is fixed, the fixed motor does not become a heavy load. Therefore, by driving the other normal motor, the throttle shaft 65 can be rotated without hindrance and the throttle opening can be adjusted. Therefore, even when the shaft of one motor is fixed, the power consumption does not become excessive when the throttle opening is adjusted by the normal motor.

Further, by using the motor brake by short-circuiting between the terminals of the motor in which an abnormality has occurred, the throttle opening can be adjusted by driving the normal motor even in the event of a disconnection failure.
Furthermore, even when an abnormality that prevents the rotation of the motor to the fully open side or fully closed side (full open error or fully closed error) has occurred, the normal side motor is driven to adjust the throttle opening appropriately. , Can lead to the throttle fully closed.

  If the rider does not intend to close the throttle suddenly when a motor abnormality occurs, the throttle valve 66 is driven according to a predetermined fully closed speed by driving the normal side motor, and the throttle valve 66 is guided to the fully closed position. ing. That is, the throttle valve 66 is not fully closed at once by the spring force of the return spring 73. Thereby, since the rotational speed of the engine 3 does not rapidly decrease, the motorcycle 1 does not suddenly decelerate, so that an uncomfortable feeling is not given to a rider who does not intend to decelerate. On the other hand, if the rider performs an accelerator operation for sudden closing of the throttle, the throttle opening is rapidly decreased following the operation. Thereby, a rider's intention can be reflected.

When the throttle valve 66 is driven at the fully closed speed, the throttle valve 66 is accelerated at a predetermined acceleration up to the fully closed speed. Further, immediately before the throttle valve 66 reaches the fully closed position, the rotation of the throttle valve 66 is decelerated at a predetermined deceleration from the fully closed speed. Thereby, the uncomfortable feeling accompanying the fluctuation | variation of the throttle opening is reduced.
As mentioned above, although one Embodiment of this invention was described, this invention can be implemented with another form. The accelerator opening degree detection unit 12 may be a double system or a multiple system using two or more accelerator opening sensors. Further, each rotation angle sensor 81, 82 may be composed of two or more elements, and each rotation angle sensor may be a double system or a multiple system. Further, the control unit 30 may be, for example, a triple system or more multiplex system including three or more arithmetic devices. Thereby, even when an abnormality occurs in any of the systems constituting the multiplex system, the throttle opening can be reliably led to the fully closed value using the remaining normal system. Thereby, a highly reliable throttle device 60 can be realized.

  For example, when the accelerator opening sensor is a dual system, the control unit 30 executes a process for determining whether or not there is an abnormality in the two accelerator opening sensors. Specifically, the control unit 30 includes an analysis model for a normal accelerator opening sensor. This analysis model generates an accelerator opening output signal in accordance with a standard pattern stored in advance for the rider's accelerator operation. The control unit 30 determines whether the deviation between the output signals of the accelerator opening sensor (intersensor deviation) is equal to or greater than a predetermined threshold value. When the inter-sensor deviation is equal to or greater than the threshold value, the deviation between the output signal of each sensor and the output signal of the analysis model is obtained. It is determined that an abnormality has occurred in the accelerator opening sensor with the larger deviation, and the other accelerator opening sensor is identified as being on the normal side. The abnormality to be determined includes not only the failure of the accelerator opening sensor itself, but also a disconnection failure or a short-circuit failure in the wiring between the accelerator opening detection unit 12 and the ECU 22.

  It is also conceivable that three or more accelerator opening sensors are provided and the accelerator opening detecting unit is set to a triple system or more. In this case, the majority of the output signals of three or more accelerator opening sensors can be taken to determine the abnormality of any accelerator opening sensor, and the remaining accelerator opening sensors are identified as normal sensors. it can. In this case, the “majority decision” is processing for obtaining a distribution area having a predetermined width to which a large number of sensor outputs belong. If there is a sensor output that does not belong to this distribution range, it is determined that an abnormality has occurred in the corresponding accelerator opening sensor.

When a plurality of accelerator opening sensors are normal, the throttle opening may be controlled using the accelerator opening detected by one of the accelerator opening sensors. Of course, an average value of the accelerator opening detected by each of the plurality of normal accelerator opening sensors may be obtained and used for controlling the throttle opening.
When each rotation angle sensor is provided with two rotation angle detection elements to form a double system, the control unit 30 executes a process for determining whether or not there is an abnormality in the two rotation angle detection elements. Specifically, the control unit 30 includes an analysis model for a normal rotation angle detection element. This analysis model is based on the output signals of the pair of rotation angle detection elements and current detection circuits 37 and 38 in the previous (previous calculation cycle), and the estimated output signal of the rotation angle detection element at this time (current calculation cycle) Is to be generated. The control unit 30 determines whether or not the deviation between the output signals of the two rotation angle detection elements (inter-element deviation) is equal to or greater than a predetermined threshold value. When the inter-element deviation is equal to or greater than the threshold value, the deviation between the output signal of each rotation angle detecting element and the output signal of the analysis model is obtained. It is determined that an abnormality has occurred in the rotation angle detection element with the larger deviation, and the other rotation angle detection element is identified as being on the normal side. The abnormality to be determined includes not only a failure of the rotation angle detection element itself, but also a disconnection failure or a short-circuit failure in the wiring between the rotation angle sensors 81 and 82 and the ECU 22. It is also conceivable that three or more rotation angle detection elements are provided in each rotation angle sensor to make the triple system or more. In this case, by determining the majority of the output signals of three or more rotation angle detection elements, it is possible to determine the abnormality of any of the rotation angle detection elements, and specify that the remaining rotation angle detection elements are normal elements. it can. In this case, the “majority decision” is a process for obtaining a distribution area of a predetermined width to which a large number of element outputs belong. If there is an element output that does not belong to this distribution range, it is determined that an abnormality has occurred in the corresponding rotation angle detection element.

When a plurality of rotation angle detection elements are normal, the motor may be controlled using the rotation angle (throttle opening) detected by one of these rotation angle detection elements. Of course, an average value of rotation angles detected by a plurality of normal rotation angle detection elements may be obtained and used for motor control.
When the control unit 30 includes three arithmetic devices, the arithmetic device can be determined to be abnormal. When an abnormality occurs in any one of the arithmetic devices, the arithmetic results of the remaining two arithmetic devices coincide (the error is equal to or less than a predetermined threshold value), whereas the arithmetic results of the arithmetic device in which the abnormality occurs Does not match the calculation results of the other two calculation devices (the error exceeds a predetermined threshold. Therefore, the majority of the calculation results by the three calculation devices is taken. And the calculation results that do not match the calculation results according to the majority vote Therefore, it is determined that an abnormality has occurred in the arithmetic device, so that a normal arithmetic device and an abnormal arithmetic device can be identified.

For example, when there is no abnormality in any of the arithmetic devices, the motor drive circuits 35 and 36 may be controlled by one arithmetic device. Then, when an abnormality occurs in the arithmetic device, the control by the arithmetic device is invalidated and the motor drive circuits 35 and 36 may be controlled by another normal arithmetic device.
Furthermore, it is good also as a structure which performs abnormality determination of a motor drive circuit. The presence / absence of abnormality in the motor drive circuits 35 and 36 is determined using output signals from the current detection circuits 37 and 38. Specifically, the control unit 30 obtains deviations (current deviations) of the motor current values detected by the current detection circuits 37 and 38, respectively. When the current deviation exceeds a predetermined threshold value, the control unit 30 determines that an abnormality has occurred in one of the motor drive circuits 35 and 36. Further, the control unit 30 uses the analysis model of the motor drive circuit to determine which motor drive circuit is abnormal and which motor drive circuit is normal. The analysis model receives a control signal given to the motor driving circuit and generates an estimated motor current value corresponding to the control signal. The control unit 30 compares the detection values of the current detection circuits 37 and 38 with the estimated motor current value. If the deviation between the detected value and the estimated motor current value exceeds a predetermined threshold value, it is determined that an abnormality has occurred in the motor drive circuit corresponding to the detected value. Further, it is determined that the motor drive circuit whose deviation between the detected value and the estimated motor current value is not more than the threshold value is normal.

In the above-described embodiment, the accelerator grip is exemplified as the accelerator operation member. However, the accelerator operation member is not limited to the accelerator grip, and may have a form of an accelerator lever or an accelerator pedal.
In the above-described embodiment, the motorcycle is taken as an example. However, the throttle device of the present invention is also applicable to an engine used as a drive source for vehicles other than motorcycles, other transport equipment, and other mechanical devices. Can be applied. Of course, the number of cylinders in the engine is not limited to four.

In addition, various design changes can be made within the scope of matters described in the claims.
The correspondence between the constituent elements described in the claims and the constituent elements in the above-described embodiment will be shown below.
Engine: Engine 3
Throttle device: throttle device 60
Intake passage: Intake passage 61
Throttle valve: Throttle valve 66
First motor: Motor M1
Second motor: M2
Drive means: drive mechanism 70
1st ring gear: 1st ring gear 91
Second ring gear: second ring gear 92
Planetary gear: Planetary gear 93
Gear shaft: Gear shaft 94
Planetary carrier: Planetary carrier 95
First regulating means: regulating member 83
Second regulating means: regulating member 85
Abnormality determination means: Step S1 (FIG. 7)
Control means, rotation resistance control means: control unit 30
Throttle opening detection means: rotation angle sensors 81 and 82, step S0 (FIG. 7)
First rotation angle detection means: rotation angle sensor 81
Second rotation angle detection means: rotation angle sensor 82
Accelerator operation member: Accelerator grip 11
Accelerator opening detection means: Accelerator opening detection unit 12

1 is an illustrative side view showing a configuration of a motorcycle according to an embodiment of the present invention. It is a figure for demonstrating the structure relevant to the engine of the said motorcycle. It is a schematic block diagram of a throttle device. It is a disassembled perspective view for demonstrating the structure of a differential gear mechanism. It is an illustration explanatory drawing for demonstrating the operation principle of a differential gear mechanism. It is a block diagram for demonstrating the electrical structure relevant to control of a throttle apparatus. It is a flowchart for demonstrating the process by a control unit. It is a figure which shows the time change of the throttle opening and throttle opening at the time of motor abnormality generation | occurrence | production. It is a flowchart for demonstrating a motor abnormality determination process. It is explanatory drawing for demonstrating operation | movement of a differential gear mechanism when both of two motors are normal. It is explanatory drawing for demonstrating operation | movement of a differential gear mechanism when a fixing failure arises in one motor shaft. It is explanatory drawing for demonstrating operation | movement when the failure which the rotation to a full open direction continues in one motor arises. It is explanatory drawing for demonstrating operation | movement when the failure which the rotation to a full-close direction continues in one motor arises.

Explanation of symbols

1 Motorcycle 3 Engine 4 Front Wheel 5 Rear Wheel 10 Handle 11 Accelerator Grip 12 Accelerator Opening Detection Unit 18 Sprocket 19 Chain 22 ECU
30 Control unit 35, 36 Motor drive circuit 37, 38 Current detection circuit 60 Throttle device 61 Intake passage 62 Throttle body 65 Throttle shaft 66 Throttle valve 70 Drive mechanism 71, 72 Drive shaft 72 Deceleration mechanism 73 Return spring 74 Bracket 75 Throttle gear 80 Rotation axis 81, 82 Rotation angle sensor 83, 85 Restriction member 84, 86 Rod 90 Differential gear mechanism 91 First ring gear 92 Second ring gear 93 Planetary gear 94 Gear shaft 95 Planetary carrier 96 Coupling member 97 Gear portion 98, 99 Support member M1 1st motor M2 2nd motor

Claims (11)

A throttle valve provided in the intake passage of the engine;
Drive means including a first motor and a second motor;
A first ring gear fixed to the shaft of the first motor and rotating around a predetermined rotation axis;
A second ring gear fixed to the shaft of the second motor and rotating around the predetermined rotation axis;
A planetary gear that engages with the first ring gear and the second ring gear, rotates around a rotation axis perpendicular to the rotation axis, and revolves around the rotation axis;
A gear shaft that supports the planetary gear in a rotatable manner;
A planetary carrier for transmitting the revolution of the planetary gear to the throttle valve with the gear shaft fixed ;
First restricting means for restricting a rotation range of the first motor;
Look including a second regulating means for regulating the rotation range of the second motor,
The throttle device, wherein the first restricting means and the second restricting means individually restrict the turning range of the first motor and the turning range of the second motor . An abnormality determining means for determining whether an abnormality has occurred in either the first motor or the second motor;
Rotation resistance control means for making one motor rotation resistance larger than the other motor when one of the first motor and the second motor is determined to be abnormal by the abnormality determination means;
Further comprising a throttle device according to claim 1. Throttle opening detection means for detecting the throttle opening corresponding to the rotational position of the throttle valve;
It is determined whether the shaft of the first motor and the shaft of the second motor are rotatable. If it is determined that the shaft of one of the motors is not rotatable, the throttle opening is performed. Control means for driving the other motor so that the detection result of the degree detection means becomes a predetermined value;
The throttle device according to claim 1, further comprising: The throttle opening detection means includes first rotation angle detection means for detecting the rotation angle of the first motor, and second rotation angle detection means for detecting the rotation angle of the second motor,
When the control unit determines that the shaft of one motor is not rotatable, the rotation angle detection unit corresponding to the other motor detects the detection result of the rotation angle detection unit corresponding to the one motor. The throttle device according to claim 3 , wherein the other motor is driven so as to detect a rotation angle having a predetermined relationship. The throttle opening θth, the rotation angle θm1 of the first motor, and the rotation angle θm2 of the second motor are in a relationship of θth = (θm1 + θm2) / 2.
When the control means determines that the shaft of one motor is not rotatable, the detection result of the rotation angle detection means corresponding to the other motor is normal in order to set the throttle opening to a predetermined value θ. 5. The throttle device according to claim 4 , wherein the other motor is driven such that “2θ−the detection result of the rotation angle detection unit corresponding to the one motor” is obtained. An accelerator opening detecting means for detecting an accelerator opening corresponding to an operation amount of the accelerator operating member;
When the control means determines that the shaft of one motor is not rotatable, the throttle opening degree detection means detects a throttle opening degree corresponding to the accelerator opening degree detected by the accelerator opening degree detection means. When the throttle opening is smaller than the throttle opening, the other motor is driven so that the detection result of the throttle opening detection means becomes the throttle opening corresponding to the detection result of the accelerator opening detection means, and the accelerator opening When the throttle opening corresponding to the accelerator opening detected by the detecting means is equal to or larger than the throttle opening detected by the throttle opening detecting means, the detection result of the throttle opening detecting means becomes a predetermined value. The throttle device according to any one of claims 3 to 5 , wherein the other motor is driven at a predetermined speed. Throttle opening detection means for detecting the throttle opening corresponding to the rotational position of the throttle valve;
It is determined whether each of the first motor and the second motor is abnormal. When it is determined that one of the motors is abnormal, the other is set so that the detection result of the throttle opening detection means becomes a predetermined value. Control means for driving the motor;
Further comprising a throttle device according to claim 1. The throttle opening detection means includes first rotation angle detection means for detecting the rotation angle of the first motor, and second rotation angle detection means for detecting the rotation angle of the second motor,
When the control means determines that one motor is abnormal, the rotation angle detection means corresponding to the other motor has a predetermined relationship with the detection result of the rotation angle detection means corresponding to the one motor. The throttle device according to claim 7 , wherein the other motor is driven so as to detect a rotation angle at a certain angle. The throttle opening θth, the rotation angle θm1 of the first motor, and the rotation angle θm2 of the second motor are in a relationship of θth = (θm1 + θm2) / 2,
When the control means determines that one of the motors is abnormal, the detection result of the rotation angle detection means corresponding to the other normal motor is “2θ−” in order to set the throttle opening to the predetermined value θ. The throttle device according to claim 8 , wherein the other motor is driven so that the detection result of the rotation angle detection unit corresponding to the one motor is obtained. An accelerator opening detecting means for detecting an accelerator opening corresponding to an operation amount of the accelerator;
When the control means determines that one of the motors is abnormal, the throttle opening corresponding to the accelerator opening detected by the accelerator opening detecting means is detected by the throttle opening detecting means. When the angle is smaller than the degree, the other motor is driven so that the detection result of the throttle opening detection means becomes the throttle opening corresponding to the detection result of the accelerator opening, and is detected by the accelerator opening detection means. When the throttle opening corresponding to the accelerator opening is equal to or greater than the throttle opening detected by the throttle opening detecting means, the other motor is operated so that the detection result of the throttle opening detecting means becomes a predetermined value. The throttle device according to any one of claims 7 to 9 , which is driven at a predetermined speed. Engine,
Transportation equipment including the throttle device according to any one of claims 1 to 10 for adjusting an intake air amount to the engine.

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