JPH03281948A - Throttle valve controller for internal combustion engine - Google Patents

Abstract

PURPOSE:To return a throttle valve to a full close condition at the time when a motor is in an abnormal condition and improve safety by properly controlling the throttle valve in a range at which an acceleration control means is to be operated. CONSTITUTION:When an automatic drive switch 52 is in an OFF condition, an electronic controller 51 sets an electromagnetic clutch 30 in a non-operation condition. Under this condition, when an acceleration pedal 16 is stepped down, an acceleration wire 15 is pulled to a direction P so that a lever 14 is turned to the direction of an arrow O'. When the electronic controller 51 rotates a motor 24, a gear 21 is rotated to the direction of an arrow O by an output gear 25. As a result, a projection part 4 of a throttle shaft 2 is rotated to the direction of the arrow O until the time when it is brought into contact with a projection part 6 of a lever 8, and it is rotated to open a throttle valve 1. When the automatic drive switch 52 is operated ON, the electronic controller 51 sets the throttle valve 1 in the full open condition by the rotation of the motor 24.

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 that opens and closes a throttle valve in an auto-drive manner.

[Prior Art] Conventionally, regarding a throttle valve control device for an internal combustion engine,
For example, Japanese Patent Application Laid-Open No. 63-1408 filed by the present applicant
There is a ``throttle valve control device for an internal combustion engine'' in Publication No. 32.

In the above conventional throttle valve control device for an internal combustion engine, for vehicle safety reasons, the upper limit opening of the throttle valve that can be opened and closed by a motor is regulated by a mechanical mechanism that is linked to the accelerator pedal operated by the driver. Because of this configuration, it was impossible to perform auto-drive control, that is, control that rotates the throttle valve using some kind of actuator and causes the vehicle to run at a constant speed even when the vehicle driver is not operating the accelerator pedal. there were.

[Problems to be Solved by the Invention] Therefore, the present invention rotates the throttle valve based on the operating state of the internal combustion engine and the vehicle even when the driver is not operating the accelerator pedal while maintaining the safety of the vehicle. The technical problem to be solved is to enable automatic driving.

[Means for Solving the Problem] The technical means for solving the above problem is to rotate the throttle valve control device of the internal combustion engine in the opening direction of the throttle valve with respect to the throttle shaft supporting the throttle valve. an elastic member that applies a biasing force of the elastic member; and a first actuating unit that is connected to the accelerator operating means and regulates the maximum opening degree of the throttle valve in accordance with the operation amount of the accelerator operating means against the biasing force of the elastic member. and a motor, the throttle valve is moved in the opening direction by utilizing the biasing force of the elastic member within the range of the regulated opening of the throttle valve by the first actuating means when the operation amount of the accelerator operating means increases. a second actuating means that rotates the throttle valve in a closing direction against the biasing force of the elastic member when the amount of operation of the accelerator operating means decreases; and a second actuating means connected to the second actuating means. a third actuating means that opens and closes the throttle valve in conjunction with the opening/closing rotation of the throttle valve by the second actuating means, regardless of the regulated opening degree of the throttle valve by the first actuating means; The third actuating means is connected to the actuating means only when the throttle valve is in a fully closed state, and after the connection, the second actuating means and the third actuating means are formed so as to prevent operational deviation from occurring. a coupling means; an autodrive switch that is turned on when the vehicle is driven into autodrive; and when the autodrive switch is off, the motor of the second actuation means is driven to cause the throttle valve to operate in the first operation. When the auto drive switch is turned on, the connecting means is energized to connect the third actuating means to the second actuating means, and the third actuating means is connected to the second actuating means. By interlocking the third actuating means with the operation of the second actuating means by driving the motor,
ilJ 111 means for opening and closing the throttle valve based on the operating conditions of the internal combustion engine and the vehicle and controlling the vehicle to drive automatically.

[Function] According to the throttle valve 11J IM device for an internal combustion engine configured as described above, in the case of normal running control by operating the accelerator operating means with the auto drive switch in the OFF state, when the accelerator operating means is operated, the first The first operating means operates to regulate the opening degree of the throttle valve according to the amount of operation of the accelerator operating means.

In this state, the control means drives the motor of the second actuation means, and opens and closes the throttle valve within the range of opening regulated by the first actuation means by the operation of the second actuation means and the biasing force of the elastic member. Run the vehicle.

On the other hand, in the case of autodrive control in which the autodrive switch is turned on and the vehicle is driven automatically regardless of the operation of the accelerator operating means, the control means operates the second actuation means to fully close the throttle valve. The coupling means is then energized to couple the third actuation means to the second actuation means. Thereafter, the control means drives the motor of the second actuation means based on the operating state of the internal combustion engine and the vehicle, operates the second actuation means, and causes the third actuation means to interlock with the operation of the second actuation means. At this time, in the connecting means, no operational deviation occurs between the second actuating means and the third actuating means after the connection. As a result, the throttle valve is opened and closed based on the operating conditions of the internal combustion engine and the vehicle, and the vehicle is driven at a constant speed.

[Example] Next, embodiments of the present invention will be described with reference to the drawings.

FIG. 1 is a perspective view showing the configuration of a throttle valve control device for an internal combustion engine.

The throttle valve 1 is fixed to a throttle shaft 2, and the throttle shaft 2, which is supported by a throttle body (not shown), is rotated in the direction of arrow O (valve opening direction) or the direction of arrow C (valve closing direction). The throttle valve 1 is opened and closed by moving the throttle body, and the amount of air supplied to the internal combustion engine is adjusted by changing the opening area of the air passage 3 formed in the throttle body.

A protrusion 4 is fixed to the throttle shaft 2, and one end of a spring 5 is attached to the protrusion 4 so as to urge the throttle shaft 2 in the direction of the arrow O. It is attached to the throttle body. Further, a lever 8 is mounted coaxially with the throttle shaft 2 so as to be rotatable around the throttle shaft 2 and provided with a protrusion 6 and a pin 7 rotatably supporting a roller 11. A spring 9 having a biasing force larger than the biasing force of the spring 5 is attached to the protrusion 6.
One end of the spring 9 is attached, and the other end of the spring 9 is attached to the throttle body.

This spring 9 rotates the protrusion 4 in the direction of the arrow C against the biasing force of the spring 5 for rotating the protrusion 4 in the direction of the arrow O when the protrusion 6 comes into contact with the protrusion 4. This urges the protrusion 6 to move. A stopper 10 for regulating the rotation of the protrusion 4 in the direction of arrow C is attached to the throttle body. The spring 5 has a sufficient urging force to overcome the resistance caused by the intake air flow and the load resistance of the bearing portion on which the throttle shaft 2 is pivotally supported and rotate the throttle valve 1 in the opening direction. Further, the spring 9 is used to rotate the throttle valve 1 in the closing direction by overcoming the biasing force of the spring 5, the resistance due to the intake air flow, and the load resistance of the bearing portion on which the throttle shaft 2 is pivotally supported. Has sufficient biasing force. With such a configuration, the natural state, that is, the first
In the state shown in the figure, the protrusion 6 brings the protrusion 4 into contact with the stopper 10, so the throttle valve 1
is in the fully closed position.

A shaft 12 is rotatably supported by a bearing on the throttle body at a position parallel to and offset from the throttle shaft 2. A protrusion 1 is provided at one end of the shaft 12.
A lever 14 provided with 3 is attached. Lever 14
is connected to an accelerator pedal 16 via an accelerator wire 15, and a shaft portion 17 of the accelerator pedal 16 is supported by a bearing portion 18 of the vehicle body. One end of a spring 19 is attached to the lever 14 to bias the lever 14 in the direction of arrow C'.
The other end of 9 is attached to the throttle body. Therefore, when the accelerator pedal 16 is depressed, the lever 14 is rotated in the direction of arrow O' force through the accelerator wire 15 against the biasing force of the spring 19. In addition, when the lever 14 is rotated in the direction of arrow O' force, the protrusion 13 of the lever 14 pushes the roller 11 that rotates around the bin 7 provided on the lever 8, and the lever 8 pushes the spring 9.
It rotates in the direction of arrow 0 against the urging force of. Here, a lever 20 is attached to the other end of the shaft 12, and is configured to rotate the detection part of the accelerator sensor 49, so that the amount of rotation of the shaft 12, that is, the amount of operation of the accelerator pedal 16 is detected. It looks like this.

On the other hand, a gear 21 is provided coaxially with the throttle shaft 2 and rotatable around the throttle shaft 2. A protrusion 22 is provided on the end face of the gear 21, and the protrusion 22 is attached to the throttle shaft 2 in order to restrict rotation of the throttle valve 1 in the direction of arrow O (valve opening direction). It comes into contact with the protruding portion 23 .

Further, an output gear 25 attached to the tip of the output shaft of the motor 24 meshes with the gear 21, and when the output shaft of the motor 24 rotates, the output gear 25 is engaged with the gear 21 at a speed based on the tooth number ratio of the output gear 25 and the gear 21. Rotate 21. In the above configuration, when the gear 21 is not rotating and the protrusion 22 is in contact with the protrusion 23 attached to the throttle shaft 2, the throttle shaft 2 rotates in the direction of arrow O. is regulated.

Note that a lever 26 is attached to the end of the throttle shaft 2, and this lever 26 is engaged with a throttle valve opening sensor 50 consisting of a potentiometer or the like, and the opening of the throttle valve 1 as the throttle shaft 2 rotates. is configured to detect degrees.

An electromagnetic clutch 30 is arranged parallel to the throttle shaft 2 at an offset position. Here, the configuration will be explained with reference to FIG. 2 and a sectional view of the electromagnetic clutch 30.

A main body 31 of the electromagnetic clutch 30 is attached to a throttle body, and a coil 32 is wound inside the main body 31 to generate magnetic flux.
The bearing 33 is press-fitted to support the bearing 4. rotor 3
An input gear 35 is attached to one end of the rotor 34, and the other end of the rotor 34 has a shaft shape that allows an armature 37 to rotate around it, and an E ring 36 is attached to prevent the armature 38 from moving in the axial direction. installed. Armature 3
A bearing 38 is press-fitted into the rotor 7 to enable rotation around the shaft portion of the rotor 34. The shape of the armature 37 includes a disk portion 39 and an output gear portion 40. Disc part 39
A part of the spring 41 is fixed to the spring plate 41, and the other part of the spring plate 41 is fixed to the movable plate 42 to support the movable plate 42.

With the above configuration, when the coil 32 is not energized, there is an air gap between the movable plate 42 and the rotor 34 as shown in the upper half of FIG. , the armature 37, that is, the output gear 40, can freely rotate on the same axis. On the other hand, when the coil 32 is energized, the magnetic flux generated thereby attracts the movable plate 42 toward the rotor 34 .

The force is set to be greater than the force with which the movable plate 42 is held by the spring plate 41 on the disc portion 39 of the armature 37. Therefore, when the coil 32 is energized, the movable plate 42 moves as shown in the lower half of FIG.
is in close contact with the rotor 34, and the rotor 34, that is, the input gear 35
The armature 37 and the output gear 40 rotate together. Here, in order to ensure torque transmission from the input gear 35 to the output gear 40, and to prevent the relative positions of the input gear 35 and the output gear 40 from shifting after the electromagnetic clutch 30 is in the engaged state, A pin 43 is press-fitted into the movable plate 42, and a hole 44 is formed in the rotor 34, and the electromagnetic clutch 30 is brought into contact when the pin 43 enters the hole 44. Here bin 43
The dimension of the protrusion from the movable plate 42 is made smaller than the air gap mentioned above, and prevents free rotation of the rotor 34, that is, the input gear 35, and the armature 37, that is, the output gear 40 when the coil 32 is not energized. do not have.

Also, when the power to the coil 32 is cut off, the input gear 35
Alternatively, even if torque is applied to the output gear 40, the tip of the bin 43 is formed into a curved surface so that the movable plate 42 reliably returns to the upper half state in FIG.
The hole 44 is tapered so that a component of the transmitted torque acts on the movable plate 42 in the direction of the disc portion 39 of the armature 37. The electromagnetic clutch 30 described above is generally referred to as a "single plate meshing type", and the features of the present invention will be explained with reference to FIG.

FIG. 3 is a view of the movable plate 42 of the electromagnetic clutch 30 viewed from the axial direction (direction of the arrow in FIG. 2).

As is clear from the figure, six bins 43 are arranged every 60 degrees, but the distances from the center are different.

Here, the hole 44 of the rotor 34 into which the bottle 43 enters is also arranged in a similar positional relationship. As a result, even when the coil 32 is energized, the movable plate 42 is in complete contact with the rotor 34 through the 360° angle between the rotor 34 and the armature 37.
This occurs only at one of the relative rotation positions, and at other relative rotation positions, the tip of the pin 43 of the movable plate 42 contacts only at a position other than the hole 44 of the rotor 34, and the rotor 34 and the armature 37 do not come into contact. In other words, to summarize the above, in the electromagnetic clutch 30, even if the coil 32 is energized, the input and output are in contact only at one position out of the 360° relative rotation position.

Returning to FIG. 1, the explanation of the configuration of the throttle valve control device will be continued.

The input gear 35 of the electromagnetic clutch 30 meshes with the aforementioned gear 21, so that when the gear 21 rotates, the input gear 35 is rotated. Further, the output gear 40 of the electromagnetic clutch 30 is attached so as to mesh with the gear 27 attached to the throttle shaft 2 mentioned above. Here, in FIG. 1, the accelerator pedal 16 is not depressed and the throttle valve 1 is in a fully closed state, and the motor 24 is energized by an electronic control device 51, which will be described later, to rotate the gear 21 to correspond to the fully closed state. In this state, the electromagnetic clutch 30 is adjusted so that the input and output are in contact with each other and is attached to the throttle body body. When the input and output of the electromagnetic clutch 30 are connected, the rotation of the motor 24 is caused by the motor output gear 25, the gear 21, the electromagnetic clutch input gear 35, the electromagnetic clutch output gear 40, and so on. The throttle shaft 2 is rotated via the gear 27,
At this time, the number of teeth (gear ratio) of each gear is set so that the rotation angle of the gear 27 is smaller than the rotation angle of the gear 21.

The electronic control device 51 includes the accelerator operation amount sensor 49.
, throttle valve opening sensor 50, and accelerator pedal 1
The auto drive switch 52, which is operated when the vehicle is automatically driven at a constant speed without pressing the switch 6, is electrically connected, and signals are input from each of the above-mentioned sensors, switches, etc. At the same time, signals (A, B, C) that detect the state of the vehicle and internal combustion engine, ie, engine rotation speed, vehicle speed, wheel slip, etc., are input.

Further, the electronic side m device 51 supplies a drive current for controlling the motor 24 and the electromagnetic clutch 30 based on the respective input signals.

Next, the operation of the throttle valve control device for an internal combustion engine configured as described above will be explained.

First, the operation in normal driving control when the vehicle is driven by depressing the accelerator pedal 16 with the autodrive switch 52 turned off will be described.

When the auto drive switch 52 is in the OFF state, the electronic control device 51 sets the electromagnetic clutch 30 in a non-operating state, that is, in a state in which the electromagnetic clutch 30 is not excited, and the output gear 40 and input gear 35 of the electromagnetic clutch 30 are disconnected. In FIG. 1, the accelerator pedal 16 is not depressed and the throttle valve 1 is in the fully closed state, and the motor 24 is energized by the electronic control device 51 to maintain the gear 21 at a rotational position corresponding to the fully closed state. It shows the state in which

In the above state, when the accelerator pedal 16 is depressed, the accelerator wire 15 is pulled in the P direction, and the lever 14 is rotated in the direction of the arrow ◯ force against the biasing force of the spring 15. Further, the projection 13 formed on the lever 14 rotates the roller 11 rotating around the bin 7 provided on the lever 8 in the direction of arrow O against the biasing force of the spring 9.
Rotate the lever 8 in the direction of arrow 0. In this state, the lever 8 is rotated in the direction of arrow O, and the protrusion 6 is rotated in the direction of arrow O.
Even if the throttle valve 1 rotates in the opening direction, the rotation of the protrusion 23 of the throttle shaft 2 is restricted by the protrusion 22 of the gear 21, so the throttle valve 1 does not rotate in the opening direction.

Here, when the electronic control device 51 rotates the motor 24, the output gear 25 rotates the gear 21 in the direction of arrow O. Along with this, the protrusion 22 of the gear 21 also rotates in the direction of arrow O, so that the rotation restriction of the protrusion 23 of the throttle shaft 2 by the protrusion 22 is released. As a result, the protrusion 4 of the throttle shaft 2 is rotated in the direction of arrow 0 by the urging force of the spring 5 until it comes into contact with the protrusion 6 of the lever 8, so that the throttle valve 1 is rotated in the direction of opening. That is, the throttle valve 1 is rotated to open and close within the range of the regulated opening corresponding to the maximum depression of the accelerator pedal 14. Further, when the protrusion 4 of the throttle shaft 2 comes into contact with the protrusion 6 of the lever 8 and the opening degree of the throttle valve 1 is regulated, the motor 24
Even if the rotation continues, the protrusion 22 of the gear 21 separates from the protrusion 23 of the throttle shaft 2, so the throttle shaft 2 does not rotate beyond the above-mentioned regulated opening degree.

FIG. 4 shows the opening characteristic of the throttle valve 1 with respect to the depression angle of the accelerator pedal 16, that is, the operating angle.

Opening degree characteristic A in FIG. 4 shows that the throttle valve opening degree has linearity with respect to the accelerator pedal operating angle, and the throttle valve 1 has an upper limit of the opening degree corresponding to the depression amount of the accelerator pedal 16. It shows that it will be done.

Further, the opening characteristics B, C, and D indicate the throttle valve opening characteristics with respect to the accelerator pedal operating angle that are matched to the characteristics of each vehicle in advance, and are mapped in the memory circuit of the electronic control unit M51. By changing the value,
The above opening characteristics B and C.

D etc. can be easily obtained in the shaded range (motor control range). Further, each of the above-mentioned opening degree characteristics can be switched at any time according to the driving condition of the vehicle. Therefore, for example, when the accelerator pedal 16 is depressed too much and the internal combustion engine outputs excessively and the tires slip, it is possible to close the throttle valve 1 to an appropriate opening regardless of whether the accelerator pedal 16 is depressed or not. Become. That is, it is possible to realize optimal starting and acceleration of the vehicle.

Characteristic A1 shown in FIG. A2. A3 shows that the characteristic A shown in FIG. 4 can be arbitrarily changed in this mechanism. These characteristics can be realized by changing the shape of the projection 13 of the lever 14 shown in FIG. 1, the distance between the shafts 2 and 12, the distance between the centers of the shaft 2 and the row 511, etc. Furthermore, by adopting these characteristics, the range of the opening degree of the throttle valve 1 that can be controlled by the motor 24 is widened, so that the accelerator pedal 16 is pressed only when the torque converter is changing gears, in order to alleviate the shock when changing gears in a torque converter vehicle. By depressing the throttle valve 1, it becomes possible to widen the throttle valve 1.

On the other hand, considering safety, even if the motor 24 or the electronic control unit @51 breaks down and the gear 21 is fixed at a certain opening, the throttle valve 1 can be fully opened by returning the accelerator pedal 16. In addition to being in the closed state, when the vehicle subsequently moves to escape, by operating the accelerator pedal 16, the gear 21 opens and closes the throttle valve 1 to a fixed opening based on the opening characteristic A shown in FIG. be able to.

Furthermore, even if the output torque from the motor 24 becomes zero due to a break in the wire inside or outside the motor 24, for example, when the accelerator pedal 16 is depressed, the biasing force of the spring 5 causes the Since the throttle valve 1 can be opened and closed based on the opening characteristic A shown,
Vehicles can be driven safely. Furthermore, even if the excitation current is applied to the coil portion 32 of the electromagnetic clutch 30 due to malfunction even though the vehicle is not running in autodrive, the gear 21 and gear 2
Even if the operating angles of the electromagnetic clutches 30 and 4 are the same, the input gear 35 and the output gear 4 of the electromagnetic clutch 30 are rotated by each
0 is rotated at a different operating angle from the fully closed state shown in FIG. 1, so the position of the hole 44 of the rotor 34 connected to the input gear 35,
Bin 4 of movable plate 42 connected to output gear 40
Since the positions of the electromagnetic clutches 3 and 3 are shifted relative to each other, the input part and the output part of the electromagnetic clutch 30 will not be in a connected state as explained with reference to FIG. Therefore, the throttle valve is controlled before the electromagnetic clutch 30 malfunctions.

Further, if the coil portion 32 of the electromagnetic clutch 30 is energized by error movement when the throttle valve 1 is in the fully closed position, the input portion and the output portion of the electromagnetic clutch 30 are brought into contact, and the throttle valve 1 is connected to the gear 27, The motor 24 is connected via the output gear 40, input gear 35, gear 21, and output gear 25.
The opening and closing operations will be performed directly. However, in this case, as described in the configuration, the number of teeth of each gear (gear ratio) is set so that the rotation angle of the gear 27 is smaller than the rotation angle of the gear 21, so the electronic control device 51 Although the motor 24 is rotated by a predetermined angle to obtain the opening of the throttle valve 1 corresponding to the rotation angle of the gear 21, the throttle sensor 50 detects that the throttle valve 1 operates only by the rotation angle of the gear 27. Detectable, electromagnetic clutch 30
can detect that it is malfunctioning. As a result, the electronic control device 51 can light up an indicator (not shown) indicating a malfunction to the driver, and since the throttle valve 1 can still be controlled by the motor 24, the output signal of the accelerator sensor 49 can be It is possible to safely evacuate based on the

Next, the operation during automatic drive control of the vehicle when the automatic drive switch 52 is turned on will be described.

When the auto drive switch 52 is turned on and the signal is input to the electronic control device 51, the electronic control device 5
1 is automatic drive when the conditions of the vehicle and internal combustion engine are met, based on the signals (A, B, C) that detect the engine speed, vehicle speed, wheel slip, etc. Start control. First, the electronic control device 5
1 causes the throttle valve 1 to be fully closed by the rotation of the motor 24. After that, the electronic control device 51 controls the electromagnetic clutch 30
The coil portion 32 of the electromagnetic clutch 30 is energized, and the rotor 3 of the electromagnetic clutch 30 is energized.
4 and the movable plate 42 are in contact with each other, that is, the input gear 35 and the output gear 40 can rotate together.

As described above, the throttle valve 1 has the gear 27, the output gear 40,
Opening and closing operations can be performed by the motor 24 via the input gear 35, the gear 21, and the output gear 25. At this time, since the number of teeth of each gear (gear ratio) is set so that the rotation angle of the gear 27 is smaller than the rotation angle of the gear 21, the gear 21 is smaller than the actual operating angle of the throttle valve 1. Since the operating angle is larger, the protrusion 23 provided on the shaft 2
The projections 22 provided on the gear 21 move away from each other as the throttle valve 1 opens, and do not interfere with each other. Also,
As the throttle shaft 2 rotates, the protrusion 4 of the throttle shaft 2 rotates the roller 11, which rotates around the bin 7 provided on the lever 8, in the direction of arrow 0. The rotating roller 11 moves away from the protrusion 13 of the lever 14. Therefore, the lever 14
does not rotate, and the accelerator wire 13 does not loosen. As described above, automatic drive control is possible even when the accelerator pedal 16 is not depressed.

Here, when the power supply to the coil part 32 of the electromagnetic clutch 30 is cut off, the rotor 34 of the electromagnetic clutch 30 and the movable plate 4
2 are separated, and the contact state between the input gear 35 and the output gear 40 is released. As a result, when the accelerator pedal 16 is not depressed, the throttle valve 1 is returned to the fully closed position by the spring 9. Therefore, by turning off the power to the electromagnetic clutch 30 when the motor 24 is abnormal, the accelerator pedal 16 is
By performing the depression operation, the throttle valve 1 can be controlled to 100 degrees based on the opening characteristic A shown in FIG. Further, when the electromagnetic clutch 30 becomes abnormal, the throttle valve 1 can be returned to the fully closed state by the motor 24, so safety is high.

The structure of the embodiment of the throttle valve control device for an internal combustion engine described above is compared with the structure described in the claims section as follows.

The "elastic member" in the claims corresponds to the spring 5, and the "first actuating means" refers to the protrusion 4 of the throttle shaft 2, the protrusion 6, and the lever 8 provided with the pin 7 that supports the roller 11. Lever 1 with spring 9 and protrusion 13
4 and a spring 19, and the "second operating means" includes a motor 24 and an output gear 25.
, a gear 21, a protrusion 22, and a protrusion 23 of the throttle shaft 2.

Further, the "third actuation means" includes the output gear 40 of the electromagnetic clutch 30 and the gear 27 attached to the throttle shaft 2.
, and the "coupling means" connects the input gear 35 to the output gear 4.
This corresponds to the electromagnetic clutch 30 that connects 0. Furthermore, “
"Auto drive switch" corresponds to the auto drive switch 52, and "control means" corresponds to the electronic control device 5.
Corresponds to 1.

Further, the electromagnetic clutch 30, which is a feature of the above embodiment, is 36
06 The number and arrangement of the bottles is shown in Figure 3 as an example where only one of the holes is in contact, but the number and arrangement of the bottles may be other than those shown in the figure, and the number of bottles and the arrangement position may be different from those shown in the figure. It is a meshing type electromagnetic clutch other than the locking type, and is 36
A configuration in which the input and output are in contact only at one point in 0° does not go against the gist of the present invention.

Furthermore, by setting the number of gears of the gear 21, input gear 35, output gear 40, and gear 27, the rotor 30 of the electromagnetic clutch 30 can be
If the relative rotational angle between the armature 37 and the armature 37 is mechanically limited to 180° or less, the electromagnetic clutch 30 alone can rotate at less than 2 relative rotational positions in 360°.
An electromagnetic clutch in which the armature 37 and the armature 37 are in contact may be used. Similarly, if the relative rotation angle between the rotor 34 and the armature 37 is mechanically limited to 120° or less, the same <360'
An electromagnetic clutch may be used in which the rotor 34 and armature 37 are in contact with each other at less than the middle three relative rotation positions. In other words, if the rotor 34 and armature 37 of the electromagnetic clutch 30 can be in contact only when the throttle valve 1 is fully closed when the throttle body is assembled, then when the electromagnetic clutch 30 is alone, the rotor 34 and armature 37 can be in contact with each other. It does not matter where in the relative rotation angle 3600 of the angles 3600 and 3600 they touch, it can be used without going against the gist of the present invention.

[Effects of the Invention] As described above, according to the present invention, in normal running control, the throttle valve can be controlled optimally for each vehicle running state within the range of the operation amount of the accelerator operating means (accelerator pedal, etc.). In addition, in the event of an abnormality in the motor, the throttle valve can be returned to the fully closed state by returning the operation of the accelerator operating means, which has the effect of increasing safety.

In addition, it is possible to perform auto-drive control that does not require the operation of the accelerator operating means, and the throttle valve opening characteristics in the auto-drive control can be optimally set according to the vehicle. If the connection means is de-energized, the vehicle can be driven normally by using the accelerator operation means. Furthermore, even if the connecting means malfunctions during times other than auto-drive, the connecting means will not come into contact if the throttle valve is open.

In addition, when the throttle valve is closed, the connecting means is in a connected state, but the throttle valve opening thereafter changes to the safe side (throttle valve small opening side), and it is possible to detect abnormalities using a sensor, so that troubleshooting can be done. It becomes possible. Furthermore, unlike general throttle body-separate autodrive actuators, in the water control a system, the throttle valve is directly controlled by the motor via a connecting means, so control accuracy such as resolution and response can be increased. There is an effect.

[Brief explanation of the drawing]

Fig. 1 is a perspective external view showing the structure of an embodiment of the present invention, Fig. 2 is a sectional view showing the structure of the electromagnetic clutch, Fig. 3 is a partial detailed view of the electromagnetic clutch, and Fig. 4 is a throttle valve opening diagram. FIG. 5 is another throttle valve opening characteristic diagram. 1...Throttle valve 2...Throttle shaft 4...Protrusion 5...Spring 6...Protrusion 7...Pin 8...Shipper 9...Spring 11 ...Loaf 12...Shaft 13...Protrusion 14...Shipping bar 15...Accelerator wire 16...Accelerator pedal 19...Spring 21...Gear 22... Projection 23...Protrusion 24...Motor 25...Output gear 27...Gear 30...Electromagnetic clutch 32...Coil 34...Rotor 35 -...Manual gear 37...Armature 39...Circular plate part 40...Output gear 42...Movable plate 43...Bin 44...Hole 51...Electronic control unit 52...・Auto drive switch

Claims (1)

[Claims] an elastic member that applies a biasing force for rotating the throttle valve in an opening direction to a throttle shaft that supports the throttle valve; and an elastic member that is connected to an accelerator operating means and that rotates the throttle valve according to the amount of operation of the accelerator operating means. a first actuating means for regulating the maximum relationship of the throttle valve against the biasing force of the elastic member; while rotating the throttle valve in the opening direction by using the urging force of the elastic member within a range of
a second operating means for rotating the throttle valve in a closing direction against the biasing force of the elastic member when the amount of operation of the accelerator operating means is decreased; a third actuating means that opens and closes the throttle valve in conjunction with the opening/closing rotation of the throttle valve by the first actuating means, regardless of the regulated opening of the throttle valve by the first actuating means; 3. A connecting means configured to connect the actuating means only when the throttle valve is in a fully closed state, and to prevent operational deviation between the second actuating means and the third actuating means after the connection; An auto drive switch is turned on when the vehicle is driven automatically, and when the auto drive switch is off, the motor of the second actuating means is driven to cause the throttle valve to be opened by the first actuating means. When the auto drive switch is turned on, the connecting means is energized and the third actuating means is connected to the second actuating means. When the second actuating means is actuated, the third
A throttle for an internal combustion engine, characterized in that the control means opens and closes the throttle valve based on the operating state of the internal combustion engine and the vehicle by interlocking the operating means to control the vehicle to drive automatically. Valve control device.