JPH01117947A - Throttle valve controller for internal combustion engine - Google Patents

Abstract

PURPOSE:To secure safety and permit the auto-drive function to be developed when a motor, etc., are in anomaly by installing two connecting means which can connect a throttle gear interlocked with an accelerator operating element and a motor gear turned by the motor. CONSTITUTION:When an accelerator operating element is depressed, an accelerator link 60 is turned through a cable 64. If the accelerator opening degree detected by an angle sensor 56 is less than a prescribed angle (angle in the case when a lever 84 contacts an upper limit stopper 92), a planetary carrier 74 is turned around the axis line of a motor output shaft 72, accompanied with the revolution of the above-described link 60, and a planetarty gear 18 rotates through the revolution around a throttle gear 16, together with the planetary carrier 37, through the meshing of the gears 22, 20, and 18, and a throttle valve 12 is opened. Further, when an autodrive signal is generated, the above-described lever 84 is turned through an operating rod 96 by an actuator 94, and the opening degree of the throttle valve 12 is adjusted by a motor similarly.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a throttle valve control device for an internal combustion engine, and more particularly to a control device for a throttle valve driven by a motor (electric motor).

[Conventional technology]

Japanese Patent Publication No. 58-25853 and Japanese Patent Publication No. 59-122
Publication No. 742 discloses that a throttle valve of an internal combustion engine is driven by an electric motor.

[Problem that the invention seeks to solve]

In a configuration where the throttle valve is driven by a motor, the accelerator operator is not mechanically connected to the throttle valve.
By detecting the operation amount of the accelerator operator by the detection means, the motor is controlled according to the detected value. Such a motor-driven throttle valve control device cannot control the throttle valve if an abnormality occurs in the motor or its control circuit.
Requires some kind of compensation device.

Japanese Patent Publication No. 58-25853 provides a clutch so that if an abnormality occurs in the motor, the clutch is disengaged to separate the throttle valve from the motor and return the throttle valve to the fully closed position.

However, with this configuration, there is a problem in that once the clutch is disengaged and the throttle valve is returned to the fully closed position, the throttle valve cannot be operated thereafter, and the vehicle cannot be transported to a repair shop, for example.

In order to solve this problem, the above-mentioned Japanese Patent Application Laid-Open No. 59-122742 provides a compensation mechanism that can mechanically connect the accelerator operator and the throttle valve in parallel with the throttle valve control device using a motor. It is something that However, in order to prevent this compensation mechanism from interfering with the normal operation of the throttle valve control device by the motor, connection is achieved only by operating the accelerator operator to the fully open position when the throttle valve is near the fully closed position. and is not connected when the throttle valve is at a medium opening. Therefore, if control of the motor is lost while the throttle valve is at a medium opening degree, there is a problem in that the throttle valve cannot be opened or closed any further.

Additionally, vehicles are now often equipped with autodrive devices, which require a constant speed cruise control device that automatically controls the opening of the throttle valve in order to drive the vehicle at a constant speed. That is. Although such a constant speed traveling control device can also use the motor as described above, in this case as well, some kind of compensation means is required for electrical abnormalities, similar to the problems described above.

[Means for solving problems]

A throttle valve control device for an internal combustion engine according to the present invention includes, for example, as shown in FIG. 1, a throttle gear 16 attached to one end of a throttle shaft 14 that supports a throttle valve 12 disposed within a throttle body 10; A throttle planetary gear 18 that meshes with and revolves around the throttle gear 16, a motor gear 20 that is driven by a motor, a motor planetary gear 22 that meshes with and revolves around the motor gear 20, and an accelerator pedal are operated. First connecting means 3 capable of connecting the slot 7) planetary gear 18 and the motor planetary gear 22 when
6, 84, and a second gear capable of connecting the throttle planetary gear and the motor planetary gear by an arbitrary signal.
The motor is characterized by comprising connection means 36 and 94, and a control means 80 for controlling the motor according to the amount of operation of the accelerator operator.

[For production]

The first coupling means can act on the carrier of the motor planet gear 22 or the throttle planet gear 18 to move the motor planet gear 22 from a position away from the throttle planet gear 18 to an engaged position. At the beginning of the operation of the accelerator operator, the carrier of the motor planetary gear 22 moves to mesh the motor planetary gear 22 with the throttle planetary gear 18, and the motor planetary gear 22 rotates along with the revolution movement.

At this time, since there is no motor torque, the motor planetary gear 2
2 is released as idle rotation of the motor gear 20, and the throttle valve 12 remains fully closed.

When the engagement between the motor planetary gear 22 and the throttle planetary gear 18 is completed, the motor is driven and the motor planetary gear 22
The opening degree of the throttle valve 12 can be controlled via the throttle planetary gear 18.

When the accelerator operator is released, the motor is driven to the fully open position, and then the motor planetary gear 22 is separated from the throttle planetary gear 18 and the throttle valve 12 is fully closed by the return spring.

The second coupling means can also act on the carrier of the planetary gear 18 by any signal, such as an autodrive set signal, to move the motor planetary gear 22 from a position away from the throttle planetary gear 18 to an engaged position. . Therefore, the motor planetary gear 22 and the throttle planetary gear 1
8 are maintained in a meshed state, and the opening degree of the throttle valve 12 is controlled by the motor to allow the vehicle to travel at a constant speed.

In the case of an abnormality such as the motor locking at a particular position during operation, when the accelerator is released, the rotation of the carrier causes the motor planetary gear 22 to separate from the throttle planetary gear 18, and at this time the throttle valve 12 is released. Rotate in the closing direction. Eventually, the throttle valve 12 is fully closed by the return spring. In such an abnormal state, when the accelerator operator is depressed from the fully closed state, since the motor gear 20 is now fixed, the rotation accompanying the revolution of the motor planetary gear 22 is caused to occur via the throttle planetary gear 18. This allows the throttle valve 12 to be opened to a certain extent.

〔Example〕

FIG. 1 is a sectional view taken through a throttle shaft 14 of a throttle body 10 constituting a throttle valve control device according to the present invention. Figure 2 shows the throttle body 10 in Figure 1.
Fig. 3 is a left side view when viewed from the direction of the arrow ■, and Fig. 3 is a right side view when viewed from the direction of the arrow ■. Incidentally, in order to clearly show the relationship between the gears, FIG. 2 is shown with the motor (electric motor) removed.

Referring to FIG. 1, the throttle valve 12 is attached to the throttle shaft 14 by a screw 30, and the throttle shaft 14 is attached to the throttle body 1 by a bearing 32.
0, and its both ends protrude from the throttle body 10. Furthermore, the accelerator shaft 34
and a connecting shaft 36 are each rotatably attached to the throttle body 10 parallel to the throttle shaft 14.

Referring to FIGS. 1 and 3, the throttle shaft 1
A throttle gear 16 is fixed to the left end of 4.

As shown in FIG. 2, the throttle gear 16 is formed as a sector gear having teeth only in an angular range corresponding to the rotational range of the throttle valve 12. This throttle gear 16 is adapted to engage with a fully closed stopper 17 when the throttle valve 12 is in a fully open position. Similarly, a lever-shaped throttle planet carrier 37 is rotatably attached to the left end of the throttle shaft 14 and inside the throttle gear 16. The free end of this throttle planetary carrier 37 is extended considerably as shown in FIG. It has become. Thereafter, the first stopper 38
is called a fully open stopper, and the second stopper 40 is called a fully closed stopper. In addition, the planetary carrier return spring 4
2 is attached between the free end of the throttle planet carrier 37 and the throttle body 10, and biases the throttle planet carrier 37 toward the fully closed stop 40.

A pin 44 is attached to the middle part of the throttle planet carrier 37 so as to protrude from the front and back, and the throttle planet gear 18 is rotatably attached to the front side of the bottle 44, and the pitch circle of the throttle planet gear 18 is attached to the back side of the pin 44. A roller 46 of a diameter corresponding to the diameter is rotatably mounted. The throttle planetary gear 18 meshes with the throttle gear 16 and revolves around it.

A lever 48 is attached to the right end of the throttle shaft 14, and a throttle return spring 50 is hung between the lever 48 and a pin 52 provided upright on the throttle body 10 to move the throttle shaft 14 in the direction in which the throttle valve 12 closes. It is energizing. Further, this lever 48 faces outward and engages with a detection portion of a throttle position sensor 54 attached to the throttle body 10 so as to cover the end of the throttle shaft 14. Therefore, the opening degree of the throttle valve 12 can be detected.

Referring to FIGS. 1 and 3, the accelerator shaft 34
extends parallel to the throttle shaft 14 through the outside of the intake air passage of the throttle body IO, and has a lever 58 attached to its left end that engages with the accelerator position sensor 56, and an accelerator link attached to its right end. 60 is attached by a nut 62.

The accelerator link 60 has a circular arc portion 60a for attaching one end of a cable 64 connected to an accelerator operator (not shown), and a radial extension portion 60b for engagement with a connecting lever described later. . Further, an accelerator return spring 66 is installed between the accelerator link 60 and the throttle body 10, and biases the accelerator link 60 in the returning direction. Further, a stopper 68 is provided to define the upper limit of the operating range of the accelerator link 60.

Note that, as is clear from the above description, the throttle shaft 14 is free with respect to the accelerator link 60, and the throttle valve 12 is driven by the motor that will be described below.

Referring to FIGS. 1 and 2, a motor (electric motor) 70 is attached to the throttle body 10 to control the throttle valve 12. As shown in FIG. The output shaft 72 of the motor 70 is disposed on the same axis as the aforementioned connection shaft 36, and is therefore parallel to the throttle shaft 14. motor 7
The motor gear 20 is attached to the end of the output shaft 72 of the motor 0, while a lever-shaped motor planetary carrier 74 is fixed to the left end of the connection shaft 36. Similar to the pin 44 of the throttle planetary carrier 37, a pin 76 is attached to the motor planetary carrier 74 so as to protrude from the front and back,
The motor planet gear 22 is rotatably attached to the front side of the pin 74, and a roller 78 having a diameter corresponding to the pitch circle of the motor planet gear 22 is rotatably attached to the back side of the pin 74. Since the rotation center of the connecting shaft 36 is on the axis of the output shaft 72 of the motor 70, the motor planetary gear 22 can mesh with the motor gear 20 and revolve around it. And two rollers 46, 78
When the motor planet gear 22 and the throttle valve planet 18 mesh with each other, they mutually roll to maintain a constant center-to-center distance between the motor planet gear 22 and the throttle valve planet 18.

Referring to FIGS. 1 and 3, a connecting lever 84 is fixed to the right end of the connecting shaft 36 by a nut 82. As shown in FIG. The connecting lever 84 is formed as a double arm lever with the connecting shaft 36 as a fulcrum, and a roller 86 is attached to the free end of one arm.
engages with the radial extension 60b of the accelerator link 60 from the accelerator opening side. A connecting lever return spring 88 is provided between the connecting lever 84 and the throttle body 10, and urges the connecting lever 84 in a direction to open the accelerator link 60.

However, the spring force of the accelerator return spring 66 is greater than the spring force of the coupling lever return spring 88, and the coupling lever return spring 88 does not have enough force to open the accelerator link 60. When opened by the operation of , the connecting lever 84 is moved to follow the accelerator link 60. When the connecting lever 84 moves following the accelerator link 60, the motor planetary carrier 74 fixed to the left end of the same connecting shaft 36 also rotates at the same time.

The rotation angle range of the connecting lever 84 is determined by the initial position stopper 90.
In particular, the upper limit stopper 92 limits the movement of the connecting lever 84 that follows the accelerator link 60 to an initial small portion of the entire rotation range of the accelerator link 60. That is, the accelerator link 60 is at a predetermined angle θ. (FIG. 5), the connecting lever 84 hits the upper limit stopper 92 and stops, and at an angle larger than that, only the accelerator link 60 rotates. Conversely, when the accelerator link 60 closes, the accelerator link 60 engages the connecting lever 84 at a predetermined angle θ0, and returns the connecting lever 84 at the same time.

Further, an actuation rod 96 of a solenoid actuator 94 is connected to the other arm of the connection lever 84 . Solenoid actuator 94 is fixed in place on the vehicle. When the solenoid actuator 94 is not energized, the actuating rod 96 can move relatively freely forward and backward by external force, allowing the connecting lever 84 to move in accordance with the accelerator link 60 described above.

When the solenoid actuator 94 is energized, the actuating rod 96 retracts and rotates the connecting lever 84, bringing the connecting lever 84 into contact with the upper limit stopper 92 regardless of the position of the accelerator link 60.

Note that in place of the solenoid actuator 94, other actuators that utilize oil pressure or negative pressure can also be used.

Motor 70 is controlled by an electronic controller (EC[I) 100 that includes a microprocessor. An electronic control unit (ECII) 100 receives detection signals from the aforementioned throttle position sensor 54 and accelerator position sensor 56, and controls the motor 7 according to the operation amount of the accelerator operator.
Controls 0. In addition, electronic control unit (ECU) 100
Other signals representing the operating state of the internal combustion engine, such as engine load, engine speed, and temperature, can also be input.

Further, upon receiving the auto drive signal (AD), the solenoid actuator 94 is energized to retract the actuating rod 96 and bring the connecting lever 84 into contact with the upper limit stopper 92 .

The operation of the throttle valve control device having the above configuration is as follows.

FIGS. 2 and 3 show a state in which the accelerator operator is not depressed at all. At this time, the accelerator link 6
0 is returned to the initial position by the accelerator return spring 66, and the connecting lever 84 is pushed by the accelerator link 60 and comes into contact with the initial position stopper 90. The motor planet carrier 74, which is coupled to the coupling lever 84 by the coupling shaft 36, is in a position rotated counterclockwise around the motor gear 20 as seen in FIG. The planet carrier 37 abuts against the fully closed stopper 40 . In this state, the throttle gear 16 attached to the throttle shaft 14 is separated from the motor gear 20 and the accelerator link 60, and the throttle valve 12 is maintained in the fully closed position by the throttle return spring 50.

When you press the accelerator button, the accelerator link 60
rotates, and the rotation angle is measured by the accelerator position sensor 5.
6 and input to the electronic control unit (ECU) 100. The electronic control unit (ECU) 100 first sets the rotation angle of the accelerator link 60, that is, the accelerator opening to a predetermined angle θ. It is determined whether the accelerator opening is at a predetermined angle θ. The actual motor 70 is configured to turn off the energization of the motor 70 in the following cases, and to energize the motor 70 when the accelerator opening reaches a predetermined angle of 00 or more to bring the throttle valve 12 to an opening corresponding to the accelerator opening. control. Note that this predetermined angle θ. is set as a value such that the connecting lever 84 hits the upper limit stopper 92 and stops as described above, and only the accelerator link 60 rotates at an angle greater than that. Therefore, the predetermined angle θ. It is also possible to generate a signal corresponding to when the coupling lever 84 hits the upper limit stop 92.

When the accelerator operator is depressed from fully closed, the accelerator link 60 rotates, and at the same time, the motor planetary carrier 74 rotates clockwise around the axis of the output shaft 72 of the motor 70 as seen in FIG. . As a result, the motor planet gear 22 supported by the motor planet carrier 74 revolves around the motor gear 20 and rotates on its own axis, and comes into engagement with the throttle planet gear 18 . From now on, the throttle planetary carrier 37 supporting the throttle planetary gear 18 will be pushed from the motor planetary gear 2 through the throttle planetary gear 18, and will move from the position where it abuts the fully closed stopper 40 to the position where it abuts the fully open stopper 38. Rotate. In this way, the throttle planet gear 18 is transferred to the throttle planet carrier 3.
7, the motor and planetary gear 22 revolve around the motor gear 20 while meshing with the throttle planetary gear 18, and advance to the position shown in FIG.

Referring to FIGS. 4 and 5, the mounting position of the motor 70 to the throttle body 10 is such that the connecting lever 84 is in contact with the upper limit stopper 92 and the throttle planet carrier 3
7 comes into contact with the fully open stopper 38, the throttle planetary gear 18, the motor planetary gear 22, and the motor gear 20
are set so that they line up in a straight line. When the motor planetary gear 22 meshes with the throttle planetary gear 18, even if the initial state of the meshing is a mismeshing state in which the tips of the teeth are in contact with each other, the motor planetary gear 22 will be engaged with the throttle planetary gear 18. As the gears rotate relative to each other, a normal meshing state is immediately established, and in this state, the rollers 46 and 78 arranged on the back side of each gear are in a shifting relationship, so that the motor planetary gear 22 and the throttle planetary gear 18 is maintained constant.

4 and 5, the accelerator opening degree reaches a predetermined angle θ after going through an initial state when the accelerator operator is depressed from the state shown in FIGS. 2 and 3. This indicates the stage at which it has become. Until this stage, the power to the motor 70 is cut off, so the output shaft 72 can be easily rotated by external force. Therefore, the rotating force of the motor planetary carrier 74 is transferred to the throttle planetary gear 18.
Then, the throttle planet carrier 37 was rotated to the predetermined position shown in FIG. 4, and the motor gear 20 was rotated idly, thereby allowing the throttle gear 16 to fully close the throttle valve 12 by the spring force of the throttle return spring 50. It remains immovable in position.

When the accelerator operator is further depressed from the state shown in FIGS. 4 and 5, as shown in FIGS. 6 and 7,
The opening degree of the accelerator link 600 is a predetermined angle θ. , and the connecting lever 84 is urged by the connecting lever return spring 88 and stops at the position where it hits the upper limit stopper 92. Therefore, each gear is maintained in the positional relationship shown in FIG. Electronic control unit (ECU) 1
00 indicates the accelerator opening at a predetermined angle θ. After determining that the above conditions have been reached, the motor 70 is energized and actual control of the motor 70 is started to bring the throttle valve 12 to an opening corresponding to the accelerator opening. This time, the motor 70 is given sufficient driving torque to overcome the spring force of the throttle return spring 50, so that the motor planetary gear 2 is transferred from the motor gear 20 attached to the output shaft 72 of the motor 70.
2 and a throttle planetary gear 18, the throttle gear 16 can be driven.

FIG. 8 shows an example of the relationship between the throttle opening and the accelerator opening, where the accelerator opening is at a predetermined angle θ. The throttle opening is O until the angle reaches 0, but when the accelerator opening reaches an angle of 00 or more, the throttle opening changes as a function of the accelerator opening. In this way, the throttle opening degree can be set in advance as a function of the accelerator opening degree, and the throttle opening degree is appropriately controlled by controlling the drive position of the motor 70. In addition, the 8th
In the figure, the throttle opening is shown in a linear relationship with the accelerator opening, but any relationship other than the linear relationship may be used. Further, the throttle opening degree can also be corrected using engine parameters other than the accelerator opening degree. The motor 70 is connected to the throttle position sensor 54
The motor 70 is controlled by comparing the detected position with the target position, and if a step motor is used as the motor 70, open loop control is possible.

As explained above, according to the present invention, when operating the accelerator operator, the accelerator opening degree is set to the predetermined value θ. The motor planetary gear 22 and the throttle planetary gear 18 are separated until they reach a predetermined value θ. It will be connected when it becomes. and a predetermined value θ. corresponds to a short period at the beginning of the operation of the accelerator operator, and the driver does not feel that this period is an empty depression of the accelerator operator, but rather feels it as a play in the accelerator operator.

In addition, when the accelerator operator (accelerator link 60) is opened, the spring force of the accelerator return spring 66 and the opposite connection lever return spring 8 are first applied.
8 is applied, and the connecting lever 84 reaches the upper limit stopper 9.
After hitting 2, the connecting lever return spring 88
Since the spring force is removed, the pedal force on the accelerator operator reaches a predetermined value θ, as shown in FIG. It changes in stages, and the driver can feel this change. Then, you can feel the first stage as play, and the time after the pedal force becomes large, you can feel that the throttle gear is actually engaged.

When opening the accelerator operator and closing the accelerator link 60, the operation is opposite to that described above. That is, the accelerator opening degree is a predetermined value θ. The throttle control by the motor 70 is performed accordingly until the accelerator opening reaches a predetermined value θ. When this happens, the power to the motor 70 is cut off, allowing the motor gear 20 to idle. Connection lever 84
is returned, thereby causing the motor planet carrier 74 to move to the fourth position.
Rotating counterclockwise in the figure, the motor planetary gear 22 and the throttle planetary gear 18 are separated, and the throttle valve 12 is closed by the throttle return spring 50.

When the auto drive set signal is manually applied (either from the state shown in FIGS. 2 and 3 or from the state shown in FIGS. 6 and 7), the solenoid actuator 94 is energized. Then, the actuating rod 96 retracts and rotates the connecting lever 84, causing the connecting lever 84 to come into contact with the upper limit stopper 92. Therefore, even if the accelerator operator is released, the arrangement of each gear is maintained as shown in FIG. can be maintained. Note that maintaining the vehicle speed constant is carried out by adjusting the opening degree of the throttle valve 12 while comparing the set speed and the detected vehicle speed. The auto drive set signal is normally canceled automatically by a signal such as depressing the brake or accelerator operator. Therefore, the driver can freely operate the accelerator operator even in the automatic drive state.

Next, while the opening degree of the throttle valve 12 is controlled by the motor 70, the motor 70 or the electronic control unit (ECU)
) The case where an abnormality occurs in 100 will be explained.

FIG. 10 shows a case where the motor 70 is locked and the motor gear 20 is fixed at the angular position (A
). If the driver senses something abnormal, he or she will loosen the accelerator pedal. Then, the motor planetary carrier 74 rotates counterclockwise (B).

As motor planet carrier 74 rotates counterclockwise, motor planet gear 22 becomes separated from throttle planet gear 18 and throttle planet carrier 37
comes into contact with the fully closed stopper 40 (C).

However, in a normal case, when the accelerator operator is returned, the throttle valve 12 is fully closed by the motor 70 at a predetermined accelerator opening e0, and then the driving torque of the motor 70 is substantially reduced to 0, causing the motor gear 20 to idle. In contrast to returning the motor planetary carrier 74 without turning the motor gear 20 back, in this case, the motor gear 20 remains fixed in the drive position.
By returning the motor planetary carrier 74, the throttle valve 12 is fully closed from its locked opening position.

That is, since the motor gear 20 is fixed, when the motor planet carrier 74 is returned counterclockwise, the motor planet gear 22 rotates in the direction of arrow A, and the throttle planet gear 18 meshed with it rotates in the direction of arrow B. Rotate to . Therefore, the throttle gear 16 in mesh with the throttle planetary gear 18 rotates in the direction of arrow C, that is, in the direction in which the throttle valve 12 closes. Rotation of the throttle gear 16 in the closing direction is facilitated by a throttle return spring 50. This fully closed throttle operation applies not only when the motor 70 is locked, but also when the angular position of the motor gear 20 fluctuates due to other electrical abnormalities. And this is the same even in autodrive mode.

Next, after closing the throttle valve 12 in this way in the event of an abnormality, the throttle valve 12 is then transported to a repair shop or the like.
The case where 2 is opened will be explained.

In this case, the throttle valve 12 can be opened to a certain degree by following the procedure reverse to that described above with reference to FIG.

In this case, the motor gear 20 remains fixed in the driving position. Alternatively, the fluctuation state may be due to some other electrical abnormality, and in this case, a compensation circuit built into the electronic control unit (EC[I) 100 or installed in parallel with the electronic control unit (ECU) 100 may be used. The motor gear 20 is fixed at an appropriate position by a compensation circuit.

When the accelerator pedal is then depressed, the motor planet carrier 74 rotates clockwise, rotating around the fixed motor gear 20 and moving the throttle planet gear 18 in the same manner as described with reference to FIG. meshes with The rotational movement of the motor planetary carrier 74 is caused by the rotational movement of the motor planetary carrier 74.
continues until it comes into contact with the fully open stopper 38, during which time the first
The throttle planetary gear 18, which rotates in the direction opposite to the arrow B in Figure O, rotates the throttle gear 16 in the direction in which the throttle valve 12 opens. The operating characteristics of the throttle valve 12 during abnormal conditions are shown by broken lines in FIG.
The throttle valve 12 has an accelerator opening degree of a predetermined value θ. By the time the opening is reached, it is opened to a predetermined opening degree by operating the accelerator. Therefore, the vehicle can be restarted at least at the minimum output level.

〔Effect of the invention〕

As explained above, according to the present invention, the throttle valve can be controlled by the motor in accordance with the operation of the accelerator operator, and auto-drive can be performed using an arbitrary signal. Even when an abnormality occurs in a component, the throttle valve can be closed by returning the accelerator operator, and then the throttle valve can be opened to the desired opening degree by operating the accelerator operator.

[Brief explanation of the drawing]

FIG. 1 is a horizontal cross-sectional view showing a throttle valve control device according to the present invention, FIG. 2 is a left side view of the throttle valve control device as seen from the arrow ▪ in FIG. 1, and FIG. The right side view as seen from the arrow ■, FIGS. 4 and 5 are views showing the throttle valve opening device in FIGS. 2 and 3, respectively, in the initial operating stage, and FIGS. 6 and 7 are Figures 8 and 9 are diagrams showing the operation stage further advanced from Figures 4 and 5, Figure 8 is a diagram to explain the relationship between the throttle opening and the accelerator opening, and Figure 9 is a diagram showing the relationship between the throttle opening and the accelerator opening. FIG. 10 is a diagram illustrating the operation of the throttle valve control device in the event of an abnormality. 14... Throttle shaft, 16... Throttle gear, 18... Throttle planet gear, 20... Motor gear, 22... Motor planet gear, 36... Connection shaft. 37... Throttle planet carrier, 50... Throttle return spring, 60...
Accelerator link, 70... Motor, 74... Motor planetary carrier, 84... Connection lever, 94... Solenoid actuator. 16... Throttle gear 37... Throttle planet carrier 60... Accelerator link 94... Renoid actuator group 2, Figure 4, Figure 5, Figure 6, Figure 7, Figure 9

Claims (1)

[Claims] A throttle gear attached to one end of a throttle shaft that supported a throttle valve, a throttle planet gear that meshes with the throttle gear and revolves around it, a motor gear that is driven by a motor, and a motor gear that meshes with the motor gear and revolves around it. a first connecting means capable of connecting the throttle planetary gear and the motor planetary gear when operating an accelerator operator; 1. A throttle valve control device for an internal combustion engine, comprising: a second connecting means capable of connecting the motor; and a control means controlling the motor according to an operation amount of an accelerator operator.