JPH01117943A - Throttle valve controller - Google Patents

Abstract

PURPOSE:To permit the self power traveling by closing an intake system passage to the min. opening degree by operating a fail-safe mechanism, when the drive mechanism in an electronic control system for a throttle valve fails, and by releasing said fail-safe and selecting a manual control system for the throttle valve. CONSTITUTION:In the ordinary traveling, a solenoid valve 7 is turned ON, and an intake negative pressure is allowed to act into the control chamber 9a of a diaphragm mechanism 9, and a diaphragm 20 is shifted in the A direction. Since, at this time, the pin 23a of a solenoid 23 is connected with a link 24, an upstream side throttle lever valve 4 is held at a perfectly opened position through a throttle lever 4a, and a downstream side throttle valve 5 is opening- degree-controlled by a control unit 14. When an electronic system fails. the solenoid valve 7 is closed, and the control chamber 9a is opened to the atmosphere, and the throttle valve 4 is closed to an idle revolution region. At the same time, the solenoid 23 is turned-OFF, and after the pin 23a is connected with a link 26 side, the solenoid valve 7 is opened again, and the downstream side throttle valve 5 is perfectly opened, and the throttle valve 4 is manually operated by an accelerating pedal 13.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a throttle valve control device for an engine, and more particularly to a throttle valve control device for electronically controlling the opening of a throttle valve.

[Conventional technology]

In recent years, in the automobile field, with the electronicization of engine control,
The opening of the throttle valve in the engine intake system is also becoming electronically controlled. This kind of throttle valve control method is
The amount of depression of the access pedal (accelerator position) is detected, and the microcomputer (
The engine control unit) calculates a preset optimal throttle opening and drives the throttle actuator based on this opening signal to control the throttle valve opening. Since precision control is possible, it is possible to improve fuel efficiency and exhaust purification, as well as cruise control (constant vehicle speed control).
It is expected that this will also be possible. However, when it comes to practical use.

It is necessary to take the following measures. In other words, with this type of throttle valve opening electronic control method, for example, in the unlikely event that
Scot 1 - If the throttle valve drive mechanism such as the throttle actuator or throttle actuator drive circuit fails and the throttle valve is left open, the throttle valve controls the intake air amount and determines the engine output, causing the engine to run out of control. Therefore, it is necessary to take fuel-safe measures. Therefore, for example, JP-A-60-5
As disclosed in No. 0235, in addition to the throttle valve that is electronically controlled by a thrower actuator, a fuel safety throttle valve with a return spring that is linked to the accelerator pedal is provided, so that the electronically controlled throttle valve remains open. Even if the engine is locked, releasing the access lever will close the fuel safety throttle valve with the force of the return spring, preventing the engine from running out of control.

In addition, as a conventional example of this type of throttle valve control device, there is one disclosed in, for example, Japanese Patent Laid-Open No. 61-286547.

[Problem that the invention seeks to solve]

As mentioned above, this type of throttle control device is equipped with a fuel safety throttle valve as a safety measure in the event that a failure occurs in the throttle valve drive mechanism such as the throttle actuator or throttle actuator drive circuit. Countermeasures have been proposed, such as interlocking the throttle valve with the accelerator pedal and return spring to close it urgently, but as an emergency measure, even after a failure of the throttle valve drive mechanism, it is possible to enable the car to run on its own, allowing it to be closed at home or at an auto repair shop. Run to etc.

It would be convenient if you could do it. However, sufficient consideration has not been given to this point.

The present invention has been made in view of the above points, and its purpose is to provide a fuel safety function in the event that a failure occurs in the throttle valve drive mechanism, as well as to provide an emergency response to the vehicle. An object of the present invention is to provide a throttle valve control device that enables safe self-blade travel.

[Means for solving problems]

In order to achieve the above object, the present invention includes means for detecting the amount of accelerator pedal depression, determining the optimum throttle valve opening corresponding to the amount of accelerator pedal depression, and operating the throttle valve drive mechanism based on this opening signal. In this throttle valve control device, which is equipped with a throttle valve electronic control system that electronically controls the throttle valve opening of the engine intake system, and which controls the engine intake air amount by controlling the throttle valve opening, the following measures are taken. In other words, the fuel safety mechanism closes the engine intake system passage to the minimum opening range and controls the intake air amount to the minimum level when the throttle valve drive mechanism fails, based on the driver's manual operation or a signal that determines the failure of the throttle valve drive mechanism. , a throttle valve manual control system that controls the engine intake amount by controlling the throttle valve opening separately from the throttle valve electronic control system via a force transmission mechanism linked to the depression force of the accelerator pedal;
During normal operation, the operation mode of the throttle valve electronic control system is selected, and after a failure of the throttle valve drive mechanism,
Throttle valve control mode switching means is provided for selecting an operation mode of the throttle valve manual control system after canceling the operation of the fuel safe mechanism.

[Effect]

With this configuration, during normal operation.

The throttle valve control mode switching means selects an operation mode of the throttle valve electronic control system, and the throttle electronic control system controls the opening of the throttle valve to control the engine intake amount.

Also, the throttle valve electronic control system g! When the IJIIa structure (throttle actuator, throttle actuator drive circuit, etc.) fails, the fuel safe mechanism is activated first to close the engine intake system passage to the minimum opening and control the intake air amount to the minimum flow rate.

The amount of intake air in the engine determines the amount of fuel, and by controlling the amount of intake air to the minimum, the engine can be fixed at an idle state, for example, and the engine can be prevented from running out of control.

Furthermore, after activating the phenyl safe mechanism, this fuel safe can be canceled, and by selecting the operating mode of the throttle valve manual control system by switching the throttle valve control mode switching means, a force transmission mechanism that is linked to the accelerator pedal can be activated. Manually control the opening of the throttle valve via.

Since the intake air amount can be controlled, it becomes possible for the car to run on its own in an emergency.

〔Example〕

Embodiments of the present invention will be described based on the drawings.

1 to 6 show a first embodiment of the present invention, and this embodiment shows a specific example of a two-stage throttle type control device.

FIG. 1 shows a block diagram of the entire system. In the figure, 1 is an intake passage of an engine, 2 is an engine, and 3 is a fuel injection valve.

A total of two throttle valves 4 and 5 are arranged in the intake passage 1, separated into upstream and downstream sections, resulting in a two-stage throttle valve arrangement structure. The downstream throttle valve 5 is used during normal operation (throttle valve electronic control mode). That is, during normal operation, the upstream throttle valve 4 is held fully open in advance through the operations of the solenoid valve 7, pressure regulator 8, and diaphragm mechanism 9, which will be described later. The side throttle valve 5 is connected to the accelerator opening sensor 13. Control unit 14
．． Throttle actuator drive circuit (control circuit) 17
The opening is controlled via a throttle valve electronic control system consisting of a throttle actuator 18 and a throttle actuator 18. In addition, in the case of cruise control (vehicle speed constant gain) mode during normal driving, the vehicle speed sensor signal, control unit 14. Throttle actuator drive circuit 17 and throttle actuator 1
The opening degree of the downstream throttle valve 5 is controlled via the throttle valve electronic control system 8. In this case as well, the upstream throttle valve 4 is held fully open via the diaphragm mechanism 9.

Here, the throttle valve electronic control system will be explained.

The accelerator opening sensor 13 detects the amount of depression of the accelerator pedal 6. The control unit 14 is based on the detected value of the accelerator opening sensor 13.

The amount of fuel supplied is determined, and the injection valve 3 is driven via the injection valve control circuit 15. At the same time, an amount of air corresponding to the amount of fuel supplied is determined, and a throttle valve opening degree corresponding to this amount of air is determined, and the throttle valve is The throttle actuator 18 is driven via the throttle actuator drive circuit 17 based on the valve opening signal. Then, the throttle opening sensor 19 detects the throttle opening state at that time, the air flow rate sensor 16 detects the actual air amount, and feeds back these detected values to the control unit 14.
Find the throttle opening that corresponds to the exact amount of air required.

The throttle valve opening degree is controlled via the throttle actuator drive circuit 17 and the throttle actuator 18. The throttle actuator 18 is
For example, it is composed of a stepping motor.

On the other hand, the upstream throttle valve 4 is the downstream throttle valve 5.
Throttle actuator 18. When the throttle valve drive mechanism such as the actuator drive circuit 17 breaks down,
The valve 4 itself closes to the minimum opening degree (idle rotation range opening degree) to prevent the engine from running out of control, and is then used as a throttle valve when manually controlling the opening degree of the throttle valve. In order to perform this manual control of the throttle valve, the operating lever 4a of the upstream throttle valve 4 and the accelerator pedal 6 are connected via a wire 10.

Note that this wire 10 becomes slack due to the operation of the diaphragm mechanism 9 during the throttle valve electronic control mode.
Manual control is not possible. This point will be discussed later. Furthermore, in order to switch between the throttle valve electronic control and the throttle valve manual control, mode switching means for setting the upstream throttle valve 4 and the downstream throttle valve 5 to predetermined states includes a solenoid valve 7° pressure regulator 8. and a diaphragm mechanism 9.

The solenoid valve 7 has one end connected to the downstream throttle valve 5 via the negative pressure introduction passage 10, and the other end connected to the upstream side of the upstream throttle valve 4 via the atmospheric pressure introduction passage 11. The setting is such that suction negative pressure or atmospheric pressure is introduced by switching control of the valve 7. The diaphragm mechanism 9 operates via the pressure regulator 8 to introduce this suction negative pressure and atmospheric pressure. FIG. 2 is a longitudinal sectional view showing details of the diaphragm mechanism 9. The diaphragm mechanism 9 includes a diaphragm 20° return spring 21
．． One end of the rod 22 is coupled to the diaphragm 20, and the other end is connected to an electromagnetic solenoid 23.
A pin 23a that moves when the electromagnetic solenoid 23 is turned on and off is incorporated.

This electromagnetic solenoid 23 operates during normal operation.

In the on state, the pin 23a engages with the hole 25 of the upstream throttle link 24. One end of the link 24 is connected to the upstream throttle lever 4a. In addition, after a failure in the throttle valve electronic control system, the electromagnetic solenoid 23 is turned off.
The pin 23a moves to the hole 2 of the downstream throttle link 26.
7.

One end of the link 26 is coupled to the downstream throttle lever 5a. The Daisef 911 mechanism 9 has a cover 28 and a cover 29 that are bolted together to prevent the upstream throttle link 24 and the downstream throttle link 26 from coming out of engagement when they are engaged with the pin 23a. It is installed at 30. Further, the pin engagement hole 27 of the downstream throttle link 26 is connected to the downstream throttle valve 5.
The hole is formed into an elongated hole with sufficient room so that the pin 23a can always be inserted no matter where the pin 23a is from fully open to fully open.

Next, the operation of this embodiment will be explained.

First, regarding normal operation, in this mode, an ON signal is output from the controller 1 to the roll unit 14 to the electromagnetic solenoid 23 in advance, and the pin 23a is engaged with the downstream throttle link 24.

In this state, when the engine is started, the solenoid valve 7 is turned on, and the suction negative pressure that has passed through the negative pressure introduction passage 10 acts on the control chamber 9a via the pressure regulator 8, and the diaphragm 20 moves in the direction of arrow A. At this time, since the pin 23a of the electromagnetic solenoid 23 attached to the diaphragm 20 is connected to the upstream throttle link 24, the upstream throttle lever 4a moves as shown in the arrow through the throttle link 24, as shown in FIG. 3(a). Since it is pulled in the A direction, the upstream throttle valve 4 is held fully open, and at the same time, the throttle wire 12 becomes slack. Further, the downstream throttle valve 5 is connected to the throttle valve electronic control system 1.
4.17.18, the opening degree is controlled to be in the idle rotation range. Under this condition, fuel control corresponding to idle rotation is performed, and appropriate idle rotation control is performed.

Next, when you switch to normal driving, in this case as well,
The pin 23a engages with the upstream throttle link 24, and the diaphragm 20 of the diaphragm mechanism 9 is in the direction of arrow A, so that the upstream throttle 4 is continuously held in the fully open state. In this state, the amount of depression of the accelerator pedal 13 is detected by the accelerator opening sensor 13 and is manually input to the control unit 14 . The control unit 14 first determines the fuel supply amount according to this detection signal, and drives the injection valve 3 via the injection valve control circuit 15. after that,
The amount of air corresponding to the amount of fuel supplied is determined, the throttle opening corresponding to this amount of air is determined, and the throttle actuator 18 is driven via the throttle actuator control circuit 17 based on this opening signal. Then, the throttle opening degree at that time is detected by the throttle opening degree sensor 19, and the actual air amount is detected by the air flow rate sensor 16.

These detection signals are fed back to the control unit 14 to determine the throttle opening corresponding to the required amount of air and perform operation.

Further, when the cruise control is set from the above-mentioned normal driving state, it is performed as shown in FIG.

FIG. 5 is a cruise control (vehicle speed constant control) system diagram during normal driving. As described above, the upstream throttle valve 4 is held fully open via the diaphragm mechanism 9. When the driver depresses the accelerator pedal 6 to the desired vehicle speed, the accelerator opening sensor 13 detects the amount.

input to the controller 1 and the roll unit 14. At the same time, turn on the cruise control switch. When the cruise control switch signal is input to the control unit 14, the control unit 14 sets the current vehicle speed as the requested vehicle speed, sets a reference throttle opening corresponding to this vehicle speed, and detects the actual traveling vehicle speed. The opening degree of the downstream throttle valve 5 is controlled via the throttle actuator drive circuit 17 and the throttle actuator 18 so that the vehicle speed becomes the set vehicle speed.

In addition, these normal driving runs (throttle valve electronic control)
In the mode, the wire 12 connecting the accelerator pedal 6 and the upstream throttle lever 4 is slack, so the accelerator pedal 6 and the upstream throttle lever 4 do not interlock with each other via the wire 12.

Next, a case will be described in which a failure occurs in the throttle actuator drive circuit 17, throttle actuator 18, etc. of the throttle valve opening electronic control system.

First, when a failure occurs in an element of the throttle valve opening electronic control system, failure determination means incorporated in the control unit 14 detects the failure state as follows.

FIG. 6(a) is a flowchart when a failure occurs in the electronic throttle valve opening control. To determine such a failure, read the actual opening signal 0 from the throttle opening sensor after feedback control and the calculated value θ' in the control unit. If the difference between them is 0, proper throttle control is being performed. Return to the main routine assuming that the If it is not 0, it is assumed that a failure has occurred in the throttle control and the process moves to the diaphragm stop routine.

No. 6 (b) shows a diaphragm stop routine, in which when a failure occurs in any of the throttle valve drive mechanisms 17 and 18, the control unit 14 first issues an off signal to the solenoid valve 7. The suction negative pressure is cut, the control chamber 9a of the diaphragm mechanism 9 is brought to atmospheric pressure, and the diaphragm 20, rod 22. The negative pressure suction state of the upstream throttle link 24 is released, and the state shown in FIG. 3(a) is returned to the state shown in FIG. 3(b). By performing such an operation, the upstream device thrower 1 hell valve 4 is closed to the idle rotation range.

By closing the upstream throttle valve 4 in this way,
Even if the throttle actuator 18 or the throttle actuator drive circuit 17 fails and the downstream throttle 5 is left open, the engine can be prevented from running out of control.

Further, in this embodiment, after a failure of the throttle valve drive mechanism, manual control of the throttle valve can be performed as follows.

When performing this manual control, an off signal is output from the control unit 14 to the electromagnetic solenoid 23 in the diaphragm mechanism 9, the pin 23a of the electromagnetic solenoid 23 is connected to the downstream throttle link 26 side, and the solenoid valve 7 is turned on again. The diaphragm 20 is moved in the direction of arrow A, and the downstream throttle valve 5 is fully opened. This operation causes the upstream throttle valve 4 to
Since the restraint from the throttle wire 12 is released, the throttle wire 12
is tensioned, and the upstream throttle valve 4 is linked with the accelerator pedal 13, allowing manual operation.
Self-blade running is possible after a failure of the throttle valve drive mechanism. Note that when the throttle valve drive mechanism malfunctions, a display to that effect is displayed via the display means 45.

FIGS. 4(a) to 4(d) are cross-sectional views showing specific aspects of the state immediately before shifting to the throttle valve manual control system mode after a failure of the throttle valve drive mechanism such as the throttle actuator. be. FIG. 4(a) shows a state in which the downstream throttle valve 5 fails and stops at a position from fully open to the idle rotation range opening. Also, the fourth
Figure 4(b) shows the situation when the downstream throttle valve 5 fails and stops at a position from the idle speed range opening to the opening before full opening, and Figure 4(c) shows the downstream throttle valve 5. 5
This is the situation when the engine fails and stops at the fully open position.

Among these conditions, if the condition shown in Fig. 4(a) remains, no matter how much the upstream throttle valve 4 is opened, only the amount of air flowing in the idle rotation range will flow, making self-blade travel impossible, and the fourth If the state shown in FIG. 4(b) remains, the downstream throttle valve 5 will obstruct the air flow, making it impossible for the upstream throttle valve 4 to operate as intended by the driver, and also as shown in FIG. 4(c). In addition, the power to the throttle actuator is turned off even in situations including those shown in FIGS. 4(a) and 4(b), that is, when the downstream throttle valve 5 fails and stops at any point in the entire downstream throttle 11. As a result, there is a possibility that the stopping force of the downstream throttle valve 5 is lost and the downstream throttle valve 5 is closed by the force of the air flow. However, in this embodiment, when moving to manual control, the downstream throttle link 26 is lowered in the direction of arrow A due to the suction operation of the diaphragm mechanism 9, as shown in FIGS. 4(a) to 4(c).
4(d), and pull the downstream throttle lever 5a downward via the link 26. Therefore, as shown in FIG. 4(d), the downstream throttle valve 5 can be held fully open no matter what position it is in, and it also acts as a stopper to maintain this state. By manually operating the upstream throttle valve 4, it is possible to control the air amount as intended by the driver even after a failure of the throttle valve drive mechanism.

According to this embodiment, if the throttle actuator, actuator drive circuit, etc. that electronically controls the throttle opening breaks down, a fuel safety function is activated that automatically closes one of the two throttle valves to the idle opening to prevent the vehicle from running out of control. In addition to this, the amount of intake air can be controlled by manually driving the throttle valve afterwards, making it possible for the automobile to run on its own.

Next, a second embodiment of the present invention will be explained based on FIGS. 7 to 10.

In FIG. 7, the same reference numerals as in the first embodiment indicate the same or common elements.

In this embodiment, there is one throttle valve designated by the reference numeral 31, and this throttle valve 31 is used both as a throttle valve for both the throttle valve electronic control system and the throttle valve manual control system.

Furthermore, a throttle actuator 18, a throttle opening sensor 19, and a mechanical element 32 are connected to the throttle valve 31 in this embodiment. The mechanical element 32 and the accelerator pedal 6 are connected by an accelerator wire 12'. A portion of the accelerator wire 12' is connected to a diaphragm 33, and the mechanical element 32 also operates on the diaphragm 33 (this operation will be described later).

Here, we will first discuss the structure and role of the mechanical element 32 in the eighth section.
This will be explained based on the diagram.

FIG. 8 is a perspective view showing a state in which the mechanical element 32 and the throttle shaft 31a are connected, and parts 37 to 42 are mechanical elements. 37 is a throttle lever, and the throttle lever 37 is integrally connected to the throttle shaft 31a. 38 is an accelerator side lever that is connected to the wire 12', and the accelerator side lever 38 is connected to the throttle shaft 31a.
The wire 12 is loosely fitted into the wire 12 and is set to be rotatable relative to the throttle shaft 31a and the throttle lever 37.
6, which is biased by the return spring 39 in the direction opposite to the direction of tension applied by '' (in the direction of arrow B). The accelerator side lever 38 is provided with an arc-shaped arm 4o integrally with the lever 38, and claws 4 are provided at both ends of the arm 40.
1.42 is installed. The throttle lever 37 is
It is installed between the pawls 41 and 42, and is set so that the throttle lever 37 operates between the pawls 41 and 42 in the throttle valve electronic control mode. That is, in the throttle valve electronic control mode of this embodiment, when the accelerator 6 is depressed, the control unit 17 controls the fuel supply amount corresponding to the accelerator opening based on the detection signal of the accelerator opening sensor 13, as in the first embodiment. The amount of air (throttle opening) is determined, and the fuel injection valve 3 is driven and controlled based on this determined value.

The opening of the throttle valve is controlled via the throttle control system 17, 18, and during this throttle opening control, the throttle lever 37 moves between the pawls 41, 42. In other words,
In the throttle valve electronic control mode, throttle control is possible within the range of pawls 41 and 42.

At this time, the accelerator side lever 38 and the arm 40 are connected to the wire 12 of the depression force when the accelerator pedal 6 is depressed.
A balance is maintained between the tensile force of ' and the force of the return spring 39, and therefore the positions of the pawls 41 and 42 are also at positions corresponding to the balance of the forces.

The main role of this mechanical element 32 is, first, to act as a fuel safety means in the event of a failure in the throttle actuator, throttle actuator control circuit, etc., and second, to function as a fuel safety means for subsequent self-driving (throttle valve opening manual). control).

Hereinafter, this role will be explained based on FIGS. 9(a) and (b).

FIG. 9(a) shows the fuel safe operation when a failure occurs in the throttle actuator, etc. In this case, when the driver releases the accelerator pedal 6, the reaction force of the return spring 39 causes the The accelerator side lever 38 returns, the closing pawl 41 hooks the throttle side lever 37, and the throttle valve 31 is closed to the minimum air amount range.

By performing the throttle valve closing operation as described above,
It is possible to achieve fuel safety and prevent the car from running out of control. In this case, the fuel safety is
This is done by the driver's return operation of the accelerator pedal, without using the throttle valve drive mechanism failure determination means as in the embodiment.

FIG. 9(b) shows a state in which manual control of the throttle valve 31 is performed after a failure of the throttle valve drive mechanism. In this case, the driver recognizes the situation through the throttle drive mechanism failure display 45, and the driver By continuing to press the accelerator pedal 6, the accelerator lever 4
1 rotates, the opening pawl 42 hooks the throttle side lever 38, and the Scot 1 Hell valve 31 opens. Furthermore, if the pressing force on the accelerator pedal 6 is relaxed, the return spring 39 and the closing pawl 41 work together to rotate the throttle lever 38 and the throttle valve 31 in the closing direction, making it possible to manually control the opening of the throttle valve. This, in turn, makes it possible for cars to drive on their own. The angles of the pawls 41 and 42 are set to an angle that does not impede the responsiveness of manual opening degree control and allows the lever 37 to rotate appropriately within a predetermined range in the electronic control mode.

FIG. 10 is a schematic diagram when the diaphragm 33 is used in this embodiment. The diaphragm T133 is used as a countermeasure when the load increases in cruise control 1-roll (vehicle speed constant control), idle speed control, etc.

That is, although cruise control is possible in this embodiment as well as in the first embodiment via the throttle valve electronic control system, for example, when cruise control is performed on a steep slope, running resistance increases rapidly. , the rotational movement of the throttle side lever 37 is caused by the pawl 41 of the accelerator side lever 38.
, 42 may not be enough to control the angle. Also,
In the case of idle rotation speed control as well, it is necessary to open the SCOT 1H opening in the direction of opening from the reference throttle opening range by applying a load to an air conditioner or the like.

However, in such a case, control unit 1
4 introduces negative pressure into the diaphragm 33 based on the vehicle speed sensor signal 2 rotational speed detection signal and causes the wire 12' to attract negative pressure in the six directions of the arrows, and the accelerator lever 38 is rotated downward by that amount. As a result, the pawl 42 engages with the throttle lever 37 and forcibly rotates the lever 37 in the opening direction, opening the throttle opening more than the reference opening.

〔Effect of the invention〕

As described above, according to the present invention, in a device capable of electronically controlling the throttle valve opening, when a failure occurs in the throttle valve drive mechanism, in addition to exhibiting the fuel safety function, the throttle valve is also activated as an emergency measure. This has the effect of making it possible for a car to run on its own through manual control.

[Brief explanation of the drawing]

Fig. 1 is a system configuration diagram showing the first embodiment of the present invention, Fig. 2 is a vertical cross-sectional view of the diaphragm mechanism used in the first embodiment, and Fig. 3(a) is the normal operating state of the first embodiment. FIG. 3(b) is an explanatory diagram showing the state at the time of failure, and FIGS. 4(a) to (d) show the state immediately before operation in the throttle valve manual control mode of the first embodiment. An explanatory diagram, FIG. 5 is a system configuration diagram showing the cruise control-like fm of the first embodiment, FIGS. 6(a) and (b) are flowcharts 1 and 7 showing the operation of the first embodiment, and FIG. A system configuration diagram showing a second embodiment of the present invention, FIG. 8 is a perspective view of mechanical elements that are the main parts of the second embodiment, and FIGS. 9(a) and (b)
and FIG. 10 are operation explanatory diagrams of the second embodiment. 1... Intake passage, 2... Internal combustion engine, 4... Fuel safe manual control system throttle valve, 5...
Electronic control system throttle valve, 6... accelerator pedal,
7゜8.9, 10, 11, 23, 24, 26... Fuel safe mechanism combined throttle valve mode switching means (solenoid valve, pressure regulator, diaphragm mechanism,
Intake passage, atmospheric pressure passage, electromagnetic solenoid, upstream throttle link, downstream throttle link), 12, 12'
...Force transmission mechanism (wire), 13...Accelerator pedal depression amount detection means, 14゜17.18...Electronic control system (control unit. Throttle actuator drive circuit, throttle actuator), 31.・Throttle valve for both electronic control and manual control, 31a. Throttle shaft, 32... Mechanical element, 37... Throttle side lever, 38... Accelerator side lever, 39...
・Return spring (Fuel safe machine 4%), 41
゜42...nails. Figure 2 Figure 3 (a) Figure 5 Tea diagram (Kasana 7 ward + 2'--Y 1- 32.-Machine! Figure (b)

Claims (3)

[Claims] 1. A means for detecting the amount of accelerator pedal depression and the optimum throttle valve opening corresponding to the amount of accelerator pedal depression are determined, and based on this opening signal, the throttle actuator drive circuit, the throttle valve of the throttle actuator, etc. is driven. The throttle valve control system is equipped with a throttle valve electronic control system that operates a mechanism to electronically control the throttle valve opening of the engine intake system, and controls the engine intake amount by controlling the throttle valve opening. a fuel safety mechanism that controls the intake air amount to a minimum by closing the engine intake system passage to a minimum opening range when the throttle valve drive mechanism fails based on the operation or a signal that determines a failure of the throttle valve drive mechanism; A throttle valve manual control system that controls the engine intake amount by controlling the throttle valve opening degree separately from the throttle valve electronic control system through a force transmission mechanism that is linked to the depression force; Throttle valve control mode switching means for selecting an operating mode of the control system and, after a failure of the throttle valve drive mechanism, selecting an operating mode of the throttle valve manual control system after canceling the operation of the fuel safety mechanism. A throttle valve control device characterized by: 2. In claim 1, the throttle valve is arranged in a two-stage structure in the flow direction of the engine intake system passage, one of the throttle valves being driven by a throttle valve drive mechanism of the throttle valve electronic control system, The other throttle valve is set to be interlocked with the force transmission mechanism of the throttle valve manual control system, and the fuel safety mechanism is connected to the throttle valve of the throttle valve manual control system to prevent failure of the throttle valve drive mechanism. When the notification signal is input, the throttle valve of this throttle valve manual control system shall be closed to the minimum opening degree, and the throttle valve control mode switching means shall output a signal indicating that the throttle valve drive mechanism is not out of order. When inputting, while holding the throttle valve of the throttle valve manual control system fully open, the throttle valve of the throttle valve electronic control system is set to an operable state,
If the signal is a failure determination signal, after the fuel safe mechanism is deactivated, the throttle valve of the throttle valve electronic control system is held fully open, and the throttle valve of the throttle valve manual control system is made operable. A throttle valve control device consisting of a mechanism for setting. 3. In claim 1, the throttle valve is composed of one throttle valve that serves as a throttle valve for both the throttle valve electronic control system and the throttle valve manual control system, and the pre-extinguishing fuel safety mechanism The throttle valve control mode switching means includes a return spring that forcibly returns the throttle valve to the minimum opening degree when the accelerator pedal is released by a person's operation;
A mechanical element attached to the throttle shaft of the throttle valve, the mechanism of which does not engage with the lever when the lever rotates together with the throttle shaft and the throttle valve electronic control system are normally driven. A pawl member that engages with the lever when the throttle valve drive mechanism fails, and the pawl member is connected to a force transmission mechanism of the throttle valve manual control system, so that after the throttle valve drive mechanism fails, A throttle valve control device in which the throttle valve is set to be manually operated through the operation of the force transmission mechanism of the throttle valve manual control system and the engagement of the lever/claw member.