JPH02157433A - Throttle control device - Google Patents

Abstract

PURPOSE:To have traction control and constant speed running control compatibly by furnishing a throttle opening/closing means, a rotating means, No.1 driving means to drive it, No.2 driving means to rotate independent therefrom, and a drive motive therefore. CONSTITUTION:When a slip of any drive wheel is informed by the output signal of a wheel speed sensor at the time of starting or during acceleration, a controller 100 makes transfer into traction control mode, and a motor 51 (drive motive) moves a drive plate 41 (No.2 driving means) in the A direction against the action of a return spring 22, and a throttle valve 11 in opened condition is returned to the close position regardless of the pedal 34 being stamped, and thereby the slip ratio is suppressed below a certain value. At the time of constant speed running control, current is supplied to a coil 61 of an electromagnetic clutch 60, and the plate 41 is rotated in the c direction by the motor 51, to put a pin 43 in engagement from the side end-face 13d to 13c. If in this condition the pedal 34 is released from stamping, the opening of the throttle valve 11 is adjustable only with the motor 51.

Description

DETAILED DESCRIPTION OF THE INVENTION [Utilization in a business] The present invention relates to a throttle control device installed in an internal combustion engine, and in particular to a throttle control device that can limit the opening degree of a throttle valve in conjunction with an accelerator operation mechanism. The present invention relates to a throttle control device that includes a first drive means and a second drive means that separately controls the opening and closing of a throttle valve in response to accelerator operation in conjunction with a drive source such as a motor.

[Prior Art] The throttle valve of an internal combustion engine controls the output of the internal combustion engine by adjusting the mixture of fuel and air in a carburetor and the amount of intake air in an electronically controlled fuel injection device. It is configured to be linked to an accelerator operation mechanism including an accelerator pedal.

Conventionally, the accelerator operating mechanism was mechanically connected to the throttle valve, but recently, the accelerator operating mechanism has been designed to determine the upper limit of the opening of the throttle valve, and is controlled by a drive means linked to a drive source such as a motor. A device has been proposed that opens and closes a throttle valve in response to accelerator operation. For example, Japanese Patent Application Laid-Open No. 140832/1983 includes a detection means for detecting the operating state of the engine and the vehicle, and a second actuation means that is driven according to a control signal obtained based on the output of the detection means as a drive means. , a technique is disclosed in which the second actuating means defines an opening of the throttle valve that is smaller than the upper limit of the opening of the throttle valve defined by the first actuating means in accordance with the amount of depression of the accelerator. The publication states that by using the same technology, both mechanical and electrical operation of the throttle valve can be easily achieved in a single throttle valve.

[Problems to be Solved by the Invention] By the way, in a vehicle equipped with an internal combustion engine, so-called traction control is known as a control method for preventing drive wheels from slipping when the vehicle starts or accelerates. This prevents the drive wheels from slipping, resulting in insufficient acceleration or skidding when the accelerator pedal is inadvertently depressed, for example, on a snowy or icy road. Specifically, the system tries to keep the slip rate of the drive wheels within an appropriate range by biasing the internal combustion engine's throttle valve in the closing direction and applying appropriate brakes, regardless of the driver's accelerator operation. It is common to do so.

Separately, constant-speed driving devices that maintain a constant vehicle speed are becoming popular. According to these devices, when the driver sets a predetermined vehicle speed, the throttle valve of the internal combustion engine is automatically activated without the need to press the accelerator pedal. It is opened and closed. Therefore, both this constant speed traveling device and the above-mentioned traction control require a control device that performs predetermined throttle control.

However, although the throttle control device described in the above-mentioned publication can perform throttle control for traction control, it cannot perform throttle control for constant speed driving. That is, the throttle valve cannot be opened beyond the throttle valve opening corresponding to the amount of depression of the accelerator pedal. Therefore, when a constant speed running device is installed, it is necessary to provide a separate throttle control means for constant speed running. It becomes complicated and expensive.

SUMMARY OF THE INVENTION An object of the present invention is to provide a throttle control device having the functions of the two operating means described above, which can perform both traction control and constant speed running control with a simple configuration.

[Means for Solving the Problems] In order to achieve the above object, a throttle control device of the present invention includes a throttle opening/closing means that supports a throttle valve so as to be openable and closeable and biases the throttle valve in the opening direction; The throttle opening/closing means is disposed so as to be engageable in the closing direction of the throttle valve, and the throttle opening/closing means is biased in the closing direction of the throttle valve, thereby inhibiting rotation of the throttle valve in the opening direction and preventing rotation of the throttle valve in the closing direction. a rotating means for allowing the throttle valve to move; and a rotating means that is arranged so as to be able to engage with the rotating means in a direction opposite to the biasing direction of the rotating means, and is connected to an accelerator operating mechanism, and is connected to an accelerator operating mechanism to control the closed position of the throttle valve. a first drive means that drives the rotation means to define the rotation angle and allow rotation of the throttle opening and closing means within a predetermined rotation angle in response to an accelerator operation; and a first engagement from the throttle opening and closing means. The throttle valve is disposed so as to be engageable in the closing direction of the throttle valve at a second engagement position and is disposed so as to be engageable in the opening direction of the throttle valve at a second engagement position separated by a predetermined rotation angle from the first engagement position. and the first
The second drive means rotates independently of the second drive means, and a drive source rotates the second drive means.

The throttle control device preferably includes a detection means for detecting the operating state of the internal combustion engine and the vehicle, and a controller for driving and controlling the drive source according to an output signal of the detection means.

A predetermined rotation angle between the first engagement position and the second engagement position where the second drive means and the throttle valve opening/closing means engage is such that the second drive means engages with the throttle valve opening/closing means.
It is preferable to set the angle of rotation of the second drive means to be approximately equal to the rotation angle of the second drive means when the throttle valve is engaged with the throttle valve opening/closing means from the fully closed position to the fully open position.

The controller further includes rotation detection means for detecting that the second drive means has rotated in the throttle valve opening direction beyond the second engagement position, and the controller It is preferable that the drive source is drive-controlled by the following.

Furthermore, an electromagnetic clutch device may be interposed between the second drive means and the drive source, and the rotational drive of the second drive means may be controlled by connecting and disconnecting the electromagnetic clutch device.

[Operation] In the throttle control device configured as above,
First, when the accelerator operating mechanism is operated to drive the first drive means, the rotation means engages with the first drive means and rotates. As a result, the throttle opening/closing means is disengaged and becomes ready to rotate.

On the other hand, the second drive means is rotationally driven by the drive source in response to the accelerator operation, and the rotation of the throttle opening/closing means that engages with the second drive means is controlled. That is, the second driving means engages the throttle opening/closing means that biases the throttle valve in the opening direction, and controls the throttle opening/closing means while suppressing rotation in the throttle valve opening direction at the first engagement position. It turns out. Thus, the closed position of the throttle valve is defined by the first drive means via the rotation means, and the rotation of the throttle opening/closing means is controlled by the second drive means within a predetermined rotation angle in response to accelerator operation. and the throttle valve opening is adjusted.

Furthermore, when the second drive means is rotationally driven in the throttle valve closing direction by the drive source regardless of the accelerator operation, the throttle opening/closing means engages with the second drive means at the first engagement position and rotates together with the second drive means. However, the throttle opening/closing means moves in a direction in which it is disengaged from the rotation means. As a result, the throttle valve is driven in the closing direction by the second driving means.

Traction control is performed by appropriately controlling the drive source.

When the second drive means is driven in the throttle valve opening direction by the drive source, it engages with the throttle opening/closing means at the second locking position, and when it is further driven in the same direction, the throttle opens/closes against the biasing force of the rotation means. The means can be driven in the throttle valve opening direction. Therefore, the throttle valve can also be driven in the opening direction independently of the first driving means, that is, independently of the accelerator operation mechanism. Thus, constant speed running control is performed by appropriately controlling the drive source.

[Embodiments] Hereinafter, preferred embodiments of the throttle control device of the present invention will be described with reference to the drawings.

As shown in FIG. 1, a throttle valve 11 is rotatably supported by a throttle shaft 12 in an intake passage of a throttle body 1 of an internal combustion engine. A throttle sensor 14 for detecting the opening degree of the throttle valve 11 is attached to one end of the throttle shaft 12.

As is well known, the throttle sensor 14 is installed in an internal combustion engine equipped with an electronically controlled fuel injection device, and converts the rotational displacement of the throttle shaft 12 into electrical signals, and outputs, for example, an idle switch signal and a throttle opening signal. Ru. Thus, the amount of intake air supplied into a cylinder (not shown) through the intake passage is adjusted by the throttle valve 11, and the output of the internal combustion engine is adjusted.

A throttle plate 13 is fixed to the other end of the throttle shaft 12, and the throttle valve 11 is configured to rotate together with the throttle plate 13. The throttle plate 13 is a fan-shaped arm 13
It is a plate consisting of a rectangular arm 13b and a rectangular arm 13b, and its substantially central portion is fixed perpendicularly to the throttle shaft 12. A side end surface 13c of the arm 13a and a side end surface 13d of the arm 13b extend in the radial direction from the shaft portion to which the throttle shaft 12 is fixed, and form a predetermined angle α. One end of the arm 13a is connected to an automatic transmission (not shown) via a cable 16. A compression spring 1 is attached to the tip of the arm 13b.
5 is engaged, and the throttle valve 11 is urged in the opening direction, that is, in the direction B in FIG. The throttle plate 13 constitutes the throttle opening/closing means of the present invention.

A shaft (not shown) is attached to the throttle body 1 in parallel with the throttle shaft 12, and a rotating plate 21 and an accelerator plate 31 are rotatably supported around this shaft. The rotating plate 21 has arms 21a and 21b extending around a shaft portion to which a shaft is fixed.

A return spring 22 having a biasing force larger than the biasing force of the opening spring 15 is connected to the tip of the arm 21a, and the rotating plate 21 is rotated in the Chunichi direction in FIG.
The throttle valve 11 is biased in the opening direction.

A bottle 23 extending in the axial direction is implanted at the tip of the arm 21b. Therefore, the rotation plate 21 and the return spring 22 constitute a rotation means according to the present invention, and the return spring 22
Due to the urging force, the bottle 23 contacts and engages with the side end surface of the throttle plate 13, and the throttle plate 13 is urged in the direction A in FIG. 1, that is, in the direction in which the throttle valve 11 is closed.

The accelerator plate 31 is rotatably arranged coaxially with the rotating plate 21, and the arms 31a, 3 are arranged around the shaft portion 31s.
1b extends. The distal end of the arm 31b is bent to form an engaging portion 31c, which is configured to engage with the side end surface of the rotating plate 21. Also, arm 31b
A bent portion 31d is provided approximately in the middle of the bending portion 31d, and a pin 33a fixed to the tip of the accelerator cable 33 is locked in a hole bored in the bent portion 31d. The other end of the accelerator cable 33 is connected to an accelerator pedal 34.
4, the accelerator plate 31 moves to A in Figure 1.
rotate in the direction. On the other hand, a return spring 35 is connected to the tip of the arm 31a, and the accelerator plate 31 is biased in the direction B in FIG. Therefore, with respect to the sum of the biasing force of the return spring 35 and the biasing force of the return spring 22 transmitted via the engaging portion 31c, the biasing force in the direction A in FIG. 1 transmitted via the accelerator cable 33 is When becomes large, the accelerator plate 31 rotates in the same direction. Thus, an accelerator mechanism is constructed in which the accelerator plate 31 rotates around the shaft portion 31s in response to the operation of the accelerator pedal 34.

The rotating plate 21 is disposed at a position where the outer peripheral surface of the bin 23 faces the end surface of the arm 13a of the throttle plate 13 in the direction between the throttle valves 11. When the accelerator plate 31 is at the initial position, the engaging portion 31c
is engaged with the rotating plate 21, and the pin 23 of the rotating plate 21 is engaged with the arm 13a11! of the throttle plate 13. J
The throttle valve 11 is configured to be in the closed position when it comes into contact with the end face. That is, the accelerator plate 31 engages with the rotating plate 21 at its initial position, thereby defining the closed position of the throttle valve 11. accelerator pedal 34
When is operated, the accelerator plate 31 immediately rotates in the direction A in FIG. 1 against the return springs 35 and 22, and the throttle plate of the rotation plate 21 engages with the accelerator plate 31 and rotates in the same direction. 13 is released, the throttle plate 13 is configured to be allowed to rotate in the B direction in FIG. 1, that is, in the opening direction of the throttle valve 11.

As described above, the accelerator plate 31 engages with the rotating plate 21, which is a rotating means, to define the closed position of the throttle valve 11, and also allows the throttle plate 13, which is a throttle opening/closing means, to rotate in conjunction with the accelerator mechanism. This constitutes a first driving means for driving.

On the other hand, a substantially circular drive plate 41 is arranged coaxially and parallel to the throttle plate 13 .

A hole 41a is formed in the outer peripheral portion of the drive plate 41, and a pin 43 is fitted in the hole 41a parallel to the throttle shaft 12. This bottle 43 is the throttle plate 13
a first engagement position where it abuts the side end surface 13d of the side end surface 1;
3c. Note that a notch 41 is formed in a part of the outer peripheral surface of the drive plate 41.
b is formed. The drive plate 41 is made of a magnetic material, and the electromagnetic clutch device 6 is arranged parallel to the plate surface.
It is supported by 0. That is, when a coil (not shown) is energized via the brush 62, the drive plate 41 is attracted to the electromagnetic clutch device 60.

When the coil is de-energized, the drive plate 41 separates from the electromagnetic clutch device 60. Thus, the drive plate 41 constitutes the second drive means according to the present invention.

The electromagnetic clutch device 60 is connected to a motor 51 that is a driving source. That is, a gear is formed on the outer periphery of the electromagnetic clutch device 60, and this gear meshes with the gear 52 fixed to the output shaft of the motor 51. In the device of this embodiment, a DC motor is used as the motor 51, and its drive is controlled by a controller 100. Note that in the device of this embodiment, the motor 51
Although a DC motor is used, other types of motors may also be used, such as step motors.

The controller 100 is a control circuit including a microcomputer, is mounted on a vehicle, and receives detection signals from various sensors as shown in FIG. 2, and performs various controls including drive control of the motor 51.

In this embodiment, in addition to controlling the motor 51 in response to normal accelerator pedal operation by the controller 100,
The drive control of the motor 51 is performed during traction control and constant speed travel control.

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

The wheel speed sensor 91 is used for constant speed running control and traction control, and a well-known electromagnetic pickup sensor, Hall sensor, or the like is used. In addition, although there is only one in FIG. 2, it can be attached to each wheel as necessary. Furthermore, a set switch 9 for constant speed driving control
2 and a cancel switch 93 are connected to the controller 100, and a set signal or a reset signal is input according to the operation of these switches. The cancel switch 93 is connected to a brake pedal 94, and when the brake pedal 94 is operated, the cancel switch 93 is automatically closed and a reset signal is manually input to the controller 100.

Switching transistor 10 in controller 100
1 is a coil 6 of an electromagnetic clutch device 60 during constant speed running control.
The electromagnetic clutch device 60 is connected to the coil 61 via a brake switch 95 that opens and closes in response to the operation of a brake pedal 94. Further, in parallel with this, the coil 61 is connected to a power source (not shown) via a normally closed limit switch 96.The limit switch 96, which is the rotation detecting means according to the present invention, is connected to the drive plate as shown in FIG. The drive plate 41 is provided with a pair of lead pieces that are in sliding contact with the outer circumferential end surface of the drive plate 41, and are configured to be normally closed and open when facing the notch 41b of the drive plate 41. Thereby, it is detected that the rotation angle of the drive plate 41 is within a predetermined range, and over-rotation of the drive plate 41 due to malfunction is prevented as will be described later.

The operation of the embodiment configured as above will be explained for each control mode. In the throttle control device, when the accelerator pedal 34 is not operated, that is, when the throttle valve 11 is fully closed, the various parts shown in FIG. are located as shown in FIG.

Further, the electromagnetic clutch device 60 is always in an operating state,
The drive plate 41 is connected thereto and can be driven by the motor 51.

First, in the case of normal accelerator pedal operation, when the accelerator pedal 34 is depressed, the accelerator plate 31 is rotated in the direction A in FIG. 1 against the biasing force of the return spring 35 according to the amount of depression. . As a result, the rotating plate 21 is rotated in the same direction, the bottle 23 installed on the arm 21b is separated from the arm 13a of the throttle plate 13, and the rotation of the throttle plate 13 in the opening direction of the throttle valve 11 is restricted. Unraveled.

At this time, if the bottle 43 of the drive plate 41 is not present, when the accelerator pedal 34 is depressed, the throttle plate 13 is driven in the direction B in FIG. 1 by the biasing force of the opening spring 15, and the throttle valve 11 is rotated in the opening direction. It becomes possible to move. That is, since the throttle valve 11 rotates in the opening direction until the throttle plate 13 engages with the bin 23, if the bin 43 is not present, the accelerator pedal 3
4, the throttle valve 11 is fully opened. Therefore, the characteristics are as indicated by "A" in FIG.

On the other hand, in this embodiment, the operation of the rotary plate 21 is limited by the pin 43 and by the drive plate 41 and motor 51 according to the amount of depression of the accelerator pedal 34. That is, a signal corresponding to the amount of depression of the accelerator pedal 34 is output from the accelerator sensor 36, and the motor 51 is driven and controlled by the controller 100. The rotation of the motor 51 is transmitted to the drive plate 41 via the electromagnetic clutch device 60, and the drive plate 41 rotates by a predetermined angle in the direction B in FIG. Since the throttle plate 13 is biased by the opening spring 15 in the direction of rotation in the B direction, it comes into contact with the bin 43 and follows the rotation of the drive plate 41 in the B direction. The controller 100 controls the magnitude and direction of the current flowing through the motor 51, and the rotating plate 21 is controlled so that the opening degree of the throttle valve 11 detected by the throttle sensor 14 is approximately equal to the amount of depression of the accelerator pedal 34. is moved.

In this way, by appropriately controlling the operation of the controller 51 using the controller 100, it is possible to set, for example, the characteristics indicated by ``mouth'' or ``r'' in FIG. Furthermore, during the operation of the throttle valve 11, the rotation plate 21 and the throttle plate 13 do not engage with each other, and the throttle plate 13 is controlled to follow the rotation of the accelerator plate 31 with a predetermined gap. be able to. Therefore, there is no mechanical connection between the accelerator pedal 34 and the throttle valve 11, and smooth starting and running can be ensured in response to the operation of the accelerator pedal 34. When the accelerator pedal 34 is released, the rotating plate 21 and the accelerator plate 31 are moved by the urging force of the return springs 22 and 35 as shown in FIGS.
After returning to the initial position shown in the figure, the throttle plate 13 is driven against the biasing force of the opening spring 15, and the throttle valve 11 is brought to the fully closed position.

Next, the operation of the throttle control device of this embodiment during traction control will be explained. When the controller 100 detects the slip of the driving wheels at the time of starting or accelerating based on the output signal of the wheel speed sensor 91 shown in FIG.
The mode shifts from the above-described normal driving mode to the traction control mode, and the opening degree of the throttle valve 11 is controlled.

That is, in FIG. 1, the drive plate 41 is driven by the motor 51 to rotate in the direction A in FIG. returned to the closed position. As a result, the slip rate of the drive wheels is kept below a predetermined value,
The controller 100 calculates the slip ratio of the drive wheels that provides sufficient tractive force and lateral resistance on the road surface, and further calculates a target throttle opening degree to ensure this. Then, the motor 51 is controlled so that the throttle valve 11 reaches this target throttle opening. When the slip ratio becomes less than a predetermined value and the target throttle opening becomes equal to or higher than the throttle opening set in the normal driving mode shown in FIG. 4, the traction control mode ends and the normal driving mode returns. During this time, the opening degree of the throttle valve 11 is controlled without the throttle plate 13 engaging with the rotating plate 21, so that a so-called pedal shock occurs in the accelerator pedal 34 even when switching between the traction control mode and the normal driving mode. Never.

Next, the operation during constant speed driving control will be explained. In FIG. 2, when the driver operates the set switch 92 for constant speed running, the switching transistor 101 in the controller 100 is turned on, and is electrically connected to the coil 61 of the electromagnetic clutch device 60 via the normally closed brake switch 95. be done. As a result, even if the drive plate 41 rotates beyond the second engagement position and the limit switch 96 is turned off, the coil 6
1 is kept energized. Then, the drive plate 41 rotates in the direction B in FIG. 1 due to the drive of the motor 51, and the pin 43 leaves the side end surface 13d of the throttle plate 13, which is the first engagement position, and moves to the side end surface, which is the second engagement position. 13c. If you stop operating the accelerator pedal 34 in this state and remove the pedal force, the accelerator plate 31 and the rotation plate 21 will return to their initial positions, but the throttle plate 1
3 is connected to a motor 51 via a bin 43, a drive plate 41, and an electromagnetic clutch device 60, and the opening degree when the accelerator pedal 34 is stopped is maintained. At this time, the arm 13a of the throttle plate 13 comes into contact with the bin 23, and the rotating plate 2! However, since the rotation plate 21 can freely rotate without driving the accelerator plate 31, the cable 33
Thereafter, the rotation of the throttle plate 13 is controlled independently of the operation of the accelerator pedal 34, and the opening degree of the throttle valve 11 is adjusted only by the motor 51. Thus, the target throttle opening degree is set according to the difference between the vehicle speed detected by the wheel speed sensor 91 and the vehicle speed set by the set switch 92,
The motor 51 is driven and controlled.

When overtaking acceleration, etc. is required during constant speed driving control, and the need for override arises, the detection values of the accelerator sensor 36 and the throttle sensor 14 are compared, and when the opening degree of the accelerator pedal 34 becomes flat, the override mode is entered. The target throttle opening degree is replaced with the normal driving mode setting value. When stopping constant speed driving, the driver operates the cancel switch 93 or operates the brake pedal 94 and operates the cancel switch 93 in conjunction with this, thereby returning to the normal driving mode.

It should be noted that when the brake pedal 94 is operated during constant speed driving control, the brake switch 95 is turned off, and even if the switching transistor 101 in the controller 100 is short-circuited, if the limit switch 96 remains off, that is, the throttle plate When the coils 13 are independently operating, the current to the coil 61 is cut off. Therefore,
i! The magnetic clutch device 60 and the drive plate 41 are reliably separated, and the throttle plate 13 is returned to the throttle valve 11 closing direction by the rotating plate 21.

Furthermore, in the unlikely event that the controller 100 malfunctions due to radio wave interference etc., the bin 43 of the drive plate 41 is
is the throttle plate! 3 and attempts to drive the throttle plate 13 in the direction B in FIG. is returned to the closing direction of the throttle valve 11 by the rotating plate 21.

As described above, when setting constant speed running, the drive plate 41
The driver's accelerator pedal 3 simply rotates by a predetermined angle α.
Since the throttle opening degree is maintained according to the amount of depression in step 4,
There is almost no response delay when setting.

FIG. 5 shows another embodiment of the throttle plate 13 and drive plate 41 shown in FIG. A long hole 4tc is bored in the side, and the bent portion 13e is arranged so as to be slidably fitted into the long hole 41c. The elongated hole 41c is formed in the shape of a circular arc centered on the rotation axis of the drive plate 41, and the angle formed by both ends thereof is approximately equal to the angle between the side end surfaces 13c and 13a of the throttle plate 13 in FIG. Thus, in this embodiment, a first engagement position and a second engagement position are set at both ends of the elongated hole 41c.

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

That is, according to the throttle control device of the present invention, during normal driving, the first drive means connected to the accelerator operation mechanism and the throttle opening/closing means are separated and the throttle valve opening degree is adjusted. It is possible to ensure smooth starting and running. Furthermore, even when switching to traction control, in which throttle control is performed regardless of accelerator operation, the traction control mode can be smoothly switched to 8 lines.

Moreover, in the above-mentioned throttle control device, since the throttle valve distance is adjusted by the second drive means regardless of the accelerator operation mechanism, constant speed running control is possible. Thus, a throttle control device having both traction control and constant speed cruise control functions can be constructed with a simple configuration without providing a separate control device.

[Brief explanation of the drawing]

FIG. 1 is an exploded perspective view of an embodiment of the throttle control device of the present invention, and FIG. 2 is an overall configuration diagram of the controller section.
Fig. 3 is a front view of the throttle control device shown in Fig. 1, Fig. 4 is a characteristic diagram showing the relationship between accelerator opening and throttle opening, and Fig. 5 is a throttle plate and drive of the throttle control device shown in Fig. 1. It is an exploded perspective view showing other examples of a plate. 11... Throttle valve. 12... Throttle shaft. 13... Throttle plate (throttle opening/closing means). 13a, 13b...-arm 13c...side end surface (second engagement position). 13d... Side end surface (first engagement position). 14...Throttle Senna. 15...Opening spring, 16...Cable. 21... Rotating plate (rotating means). 21a, 21b...Arm 22...Return spring, 23...Bin. 31...Accelerator plate (first driving means) 31a
, 31b...arm, 31c...engaging portion. 31d...Bending portion, 33a...Bin. 33...Accelerator cable (accelerator operation mechanism). 34...Accelerator pedal (accelerator operation mechanism). 35...Return spring, 36...Accelerator sensor. 41... Drive plate (second drive means). 41a...hole, 41b...notch, 43.
··bottle. 51...Motor (drive source), 52...Gear. 60... Electromagnetic clutch device, 61... Coil. 91...Wheel speed sensor, 92...Set switch. 9.3...Cancel switch. 4... Brake pedal. 5... Brake switch. 6...Limit switch. OO...controller. 01...Switching transistor patent applicant Aisin Seiki Co., Ltd.

Claims (5)

[Claims] (1) A throttle opening/closing means that supports the throttle valve so as to be openable and closable and biases the throttle valve in the opening direction; and a throttle opening/closing means that is disposed so as to be able to engage with the throttle opening/closing means in the closing direction of the throttle valve. a rotating means for biasing the throttle valve in the closing direction and prohibiting rotation of the throttle valve in the opening direction and allowing rotation in the closing direction; and a rotating means attached to the rotating means. The throttle opening/closing means is arranged to be engageable in a direction opposite to the direction of acceleration, and is connected to an accelerator operation mechanism, and defines a closed position of the throttle valve, and rotates the throttle opening/closing means within a predetermined rotation angle in response to the accelerator operation. a first driving means for driving the rotating means to permit the rotation of the rotating means; a second drive disposed so as to be engageable in the opening direction of the throttle valve at a second engagement position separated by a predetermined rotation angle from the engagement position, and rotating independently of the first drive means; means and
A throttle control device comprising: a drive source that rotationally drives the second drive means. (2) The throttle control device according to claim 1, further comprising a detection means for detecting the operating state of the internal combustion engine and the vehicle, and a controller for driving and controlling the drive source according to an output signal of the detection means. (3) A predetermined rotation angle between the first engagement position and the second engagement position where the second drive means and the throttle valve opening/closing means engage is such that the second drive means is engaged with the throttle valve opening/closing means. The first engagement position is set to be approximately equal to the rotation angle of the second drive means that engages the throttle valve opening/closing means and the throttle valve moves from a fully closed position to a fully open position. 3. The throttle control device according to claim 2. (4) Rotation detection means for detecting that the second drive means has rotated in the throttle valve opening direction beyond the second engagement position, and the 4. The throttle control device according to claim 3, wherein the drive source is controlled by a controller. (5) An electromagnetic clutch device is interposed between the second drive means and the drive source, and the rotational drive of the second drive means is controlled by connecting and connecting the electromagnetic clutch device. A throttle control device according to claim 4.