JPH04276144A - Throttle valve controller for engine - Google Patents

Abstract

PURPOSE:To carry out complete discrimination of a failure and switching to a relief rubbing condition even if a throttle control computer malfunction and causes the failure. CONSTITUTION:The operating amount of an accelerator 8 is transmitted to a throttle shaft 12 through double systems of an electronic control means, such as an acceleration sensor 24, a throttle control computer 10, a power motor 16 and the first electro-magnetic clutch 14, and a mechanical transmission means from an acceleration wire lever 26, the second electro-magnetic clutch 32 through the third transmission lever 42. In case a failure occurs, a power source fuse 46 breaks, and the operation of the throttle control computer 10 stops to prevent the recurrence of the failure, and the electronic control means stops. If a driver switches a manual switching switch 44, the first electro-magnetic clutch 14 is switched to a non-connection condition and the second electro-magnetic clutch 32 is switched to a connection condition, so it is possible to switch to a relief running by the mechanical transmission means.

Description

[Detailed description of the invention]

0001

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an engine throttle valve control system in which the opening of the engine throttle valve is controlled by an electrical signal.

0002

2. Description of the Related Art A device has been developed in which the throttle valve opening of an engine is adjusted using an electric actuator. This type of technology takes fail-safe measures that function when an abnormality occurs in the electric actuator or its control device. As one example, a device has been developed that enables evacuation driving when an abnormality occurs in the control device.

As this type of evacuation traveling device, a technique disclosed in, for example, Japanese Patent Application Laid-open No. 110842/1984 is known. In the accelerator control device described in this publication, during normal driving, the movement of the accelerator pedal is detected by an accelerator sensor and sent to the throttle control computer, which then controls the throttle valve drive means in a control pattern according to the driving condition. It operates to adjust the opening of the throttle valve. If the actual opening of the throttle valve detected by the throttle sensor does not match the value of the control signal from the throttle control computer, it is determined that there is an abnormality, cancels electronic control, and switches to mechanical transmission means. It has become.

0004

[Problems to be Solved by the Invention] However, in the accelerator control device described in the above publication, since the occurrence of system abnormality is monitored by the throttle control computer, if a trouble occurs in the throttle control computer itself, it is difficult to resolve the problem. Despite the occurrence, it was not determined that there was a system abnormality, and as a result, there was a possibility that it would not be possible to reliably cancel electronic control and switch to mechanical transmission means. Therefore, in the present invention, even when trouble occurs in the throttle control computer itself, it is possible to reliably detect the problem and restore the normal state, and also to activate the mechanical connection means to enable evacuation driving. It is an object of the present invention to provide a throttle valve control device.

[0005]

[Means for Solving the Problems] The above problems are solved by the following control device. In other words, as shown in the schematic diagram of FIG. 1, this control device is a device that controls the opening degree of the throttle valve (I) that opens and closes the intake pipe (N) of the engine in accordance with the rotation of the throttle shaft (P). A back spring (J) that always biases the throttle valve (I) in the fully closed direction, an actuator (L) that rotates the throttle shaft (P), and the throttle shaft (P) and the actuator (L). a first clutch (K) that is provided between the first clutch and the first clutch (K), which is normally connected to enable torque transmission between the two, and an accelerator operation amount detector (C) that transmits an electric signal according to the amount of depression of the accelerator pedal (A); Engine operating status detector (O
), and a throttle control computer (Q) that operates the actuator (L) in response to electrical signals from the accelerator operation amount detector (C) and the engine operating state detector (O).
), an accelerator switch (D) that switches between when the accelerator pedal (A) is depressed and not, and a throttle switch (F) that switches between when the throttle valve (I) is fully closed and when it is not fully closed. , a transmission means (G) that mechanically transmits the pedal force of the accelerator pedal (A) to the throttle shaft (P).
, the pedal force of the accelerator pedal (A) is always transferred to the transmission means (G
) is connected to the throttle shaft (P) in a state where torque cannot be transmitted, and when the accelerator switch (D) is not depressed and the throttle switch (F) is not fully closed. an abnormality determining means (E) that operates when corresponding to ) and a manual changeover switch (B) for switching the second clutch (H) to a torque transmittable state and the second clutch (H) to a torque transmittable state. Moreover, as schematically shown in FIG. 2, an abnormality determination means (E
) may be configured to include an automatic changeover switch (R) that automatically switches the first clutch (K) to a torque transmittable state and the second clutch (H) to a torque transmittable state when the clutch (K) is activated.

Note that FIGS. 1 and 2 are schematic diagrams, and the shapes of the throttle valve (I), throttle shaft (P), accelerator pedal (A), transmission means (G), switches (D), (F), etc. , the structure or arrangement relationship need not be as shown in FIGS. 1 and 2.

[0007]

[Operation] According to the control device according to claim 1 of the present invention having the above configuration, when the vehicle is normally running, an electric signal corresponding to the amount of depression of the accelerator pedal (A) is transmitted to the accelerator operation amount detector ( C) to the throttle control computer (Q). The throttle control computer (Q) operates the actuator (L) in response to the electric signal from the accelerator operation amount detector (C) and the electric signal from the engine operating state detector (O). Here, always is the first
Since the clutch (K) is in the connected state and the second clutch (H) is in the disengaged state, the throttle shaft (P) is rotated by the actuator (L) and changes depending on the amount of depression of the accelerator pedal (A) and the operating state of the engine. Based on this, the throttle valve (I) is adjusted to the optimum opening degree.

When this system is operating normally, the throttle valve (I) is fully closed when the accelerator pedal (A) is not depressed, so the accelerator switch (D) remains in the state when the accelerator pedal (A) is not depressed. Moreover, since the throttle switch (F) is never in a non-fully closed state, the abnormality determining means (E) does not operate.

On the other hand, when an abnormality occurs, that is, when the pedal force on the accelerator pedal (A) is released, the throttle valve (
When I) remains open, this corresponds to the state in which the accelerator switch (D) is not depressed and the throttle switch (F) is not fully closed, so the abnormality determination means (E) is activated. . At this time, the power circuit of the throttle control computer (Q) is cut off by the circuit breaker (M),
The actuator (L) stops and the throttle valve (I) is fully closed by the urging force of the back spring (J). As a result, the engine output does not increase even though the accelerator pedal is not depressed. In other words, the normal state is restored. Note that at this time, the throttle control computer (Q) is not used at all to determine the abnormality, and even if trouble occurs in the throttle control computer (Q) itself, the abnormality will be reliably detected.

[0010] When this abnormality occurs, even if the driver depresses the accelerator pedal (A) to increase the engine output, the engine output does not increase. However, in this control device, the first clutch (K) can be turned off and the second clutch (H) can be turned on using the manual changeover switch (B). Therefore, the driver must press the manual changeover switch (B).
By switching the throttle valve (I), the throttle valve (I) can be mechanically opened and closed by the accelerator pedal (A).
Able to carry out a minimum evacuation drive.

Further, in the control device according to the second aspect, by providing an automatic changeover switch (R) in place of the circuit breaker (M) and the manual changeover switch (B), the first clutch is automatically switched off when an abnormality occurs. (K) becomes disconnected and the second
Clutch (H) becomes connected. Therefore, the connection between the actuator (L) and the throttle shaft (P) is released, the throttle valve (I) is fully closed by the urging force of the back spring (J), and evacuation travel is enabled by mechanical transmission. Even in this case, the throttle control computer (Q) is not used for abnormality determination, and the occurrence of an abnormality will not be overlooked due to trouble in the throttle control computer (Q) itself, and throttle control will not become impossible.

0012

[Example] Example 1 Next, regarding the first example embodying the present invention, FIGS.
This will be explained with reference to FIG. FIG. 3 is a configuration diagram showing a first embodiment of the throttle valve control device of the present invention. In FIG. 3, a throttle valve 4 for adjusting the amount of intake air is rotatably mounted in an intake pipe 2 of the engine by a throttle shaft 12. As shown in FIG. That is, the throttle valve 4 follows the rotation of the throttle shaft 12 to open and close the intake pipe 2 of the engine, thereby controlling the intake air amount of the engine.

A back spring 6 is attached to the throttle shaft 12 outside the intake pipe 2 of the engine for always biasing the throttle valve 4 in the fully closed direction. Further, an electric motor 16 is provided outside the intake pipe 2 of the engine on the side opposite to the back spring 6 as an actuator for rotating the throttle shaft 12. The elastic force of the back spring 6 is necessary to fully close the throttle valve 4 when the electric motor 16 is not energized, and is set to a smaller force than the force generated by the electric motor 16 when the electric motor 16 is energized. has been done.

[0014] Throttle shaft 12 and electric motor 16
A first electromagnetic clutch 14 is provided between the throttle shaft 12 and the electric motor 16, which is in a connected state during normal driving.
The two are connected so that torque can be transmitted. The first electromagnetic clutch 14 is connected to enable torque transmission between the throttle valve 4 and the electric motor 16 by energizing a first clutch power circuit 15 that uses a battery as a power source. The configuration is such that the connection is released when electricity is applied.

Further, as is well known, an accelerator pedal 8 for the driver to adjust the throttle from the driver's seat is mounted so as to be operable by depressing the accelerator pedal shaft 9 as a rotation axis. This accelerator pedal shaft 9
An accelerator sensor 24 is provided as an accelerator operation amount detector that transmits an electric signal according to the amount of depression of the accelerator pedal 8. A signal from the accelerator sensor 24 is input to the throttle control computer 10. The throttle control computer 10 includes an engine rotation speed sensor 54, an intake pipe pressure sensor 56, and an engine cooling water temperature sensor 5, which detect parameters that vary depending on the operating state of the engine.
8 is connected, and these parameters can be input. That is, these three sensors 54, 56, and 58 function as an engine operating state detector that transmits an electrical signal depending on the operating state of the engine. Note that a signal from a throttle sensor 20 that detects the opening degree of the throttle valve 4 and transmits an electric signal corresponding thereto is also input to the throttle control computer 10.

Further, the accelerator pedal shaft 9 is provided with an accelerator switch 22.
2 has a contact switch structure that is turned on when the accelerator pedal 8 is depressed and turned off when the accelerator pedal 8 is not depressed. On the other hand, the throttle shaft 12 is provided with a throttle switch 18 . The throttle switch 18 has a contact switch structure that is turned on only when the throttle valve 4 is fully closed, and turned off when it is not fully closed.

An accelerator wire lever 26 is fixed to the accelerator pedal shaft 9.
It rotates following the rotation of. One end of an accelerator wire 28 is fixed to this accelerator wire lever 26,
The accelerator wire 28 is pulled by rotation of the accelerator wire lever 26. The other end of the accelerator wire 28 is fixed to a first transmission lever 30, best shown in FIG. 4, and the first transmission lever 30 is fixed to a second shaft 38 and rotates together. A second electromagnetic clutch 32 as a second clutch is also fixed to the second shaft 38, and a second transmission lever 36 is attached in line with the second electromagnetic clutch 32. The second electromagnetic clutch 32 is connected to enable torque transmission between the second transmission lever 36 and the second shaft 38 by energization of a second clutch power supply circuit 33 (see FIG. 3) powered by a battery; The connection is released when the second clutch power supply circuit 33 is de-energized.

By switching the second electromagnetic clutch 32, the second transmission lever 36 is transferred to the second shaft 3.
8 and a state where it is fixed to the second shaft 38. Furthermore, the second electromagnetic clutch 3
A back spring 34 of the second transmission lever is provided between the second transmission lever 2 and the second transmission lever 36. The back spring 34 of the second transmission lever is for holding the second transmission lever 36 so that it does not wobble when the second electromagnetic clutch 32 is in the disconnected state. Meanwhile, one end of a third transmission lever 42 is fixed to the throttle shaft 12 and rotates following the throttle shaft 12. A third transmission lever pin 40 is fixed to the end of the third transmission lever 42 that is not fixed to the throttle shaft 12, and comes into contact with the second transmission lever 36 so that torque can be transmitted between the two. ing.

In this way, the accelerator pedal shaft 9, the accelerator wire lever 26, the accelerator wire 28, the first transmission lever 30, the second shaft 38, the second electromagnetic clutch 3
2. The back spring 34 of the second transmission lever, the second transmission lever 36, the third transmission lever pin 40, and the third transmission lever 42 constitute a transmission means that mechanically transmits the depression force of the accelerator pedal 8 to the throttle shaft 12. ing. And normally, the second electromagnetic clutch 32 and the second transmission lever 3
6 are separated, these transmission means are connected to the throttle shaft 12 in a state in which torque cannot be transmitted.

Now, the accelerator switch 22 is
It is incorporated in a switch power supply circuit 51 provided in parallel with the first clutch power supply circuit 15. A delay circuit 50 is formed between the switch power supply circuit 51 and the first clutch power supply circuit 15. The accelerator relay switch 52 of this delay circuit 50 is connected to the first clutch power supply circuit 1
5, and the accelerator switch 22 is turned on and off.
On/off control is performed in response to turning off, and when the accelerator switch 22 is turned off, it is turned off with a slight delay. As a result, the accelerator switch 22 is turned off when the accelerator pedal 8 is not depressed, and the accelerator relay switch 52 is also turned off with a slight delay due to the action of the delay circuit 50. Further, the throttle switch 18 is incorporated in the first clutch power supply circuit 15 in parallel with the accelerator relay switch 52.

Further, a power supply fuse 46 is incorporated in a computer power supply circuit 45 that supplies power to the throttle control computer 10 from the positive terminal of the battery, and is cut by the operation of a fuse cutting relay 48. This fuse cutting relay 48 is composed of a coil built into the first clutch power supply circuit 15 and a contact switch which is built into the computer power supply circuit 45 and is normally off.

Here, the first clutch power supply circuit 15 is connected to a power line connected from the + terminal of the battery to the + side power terminal of the first electromagnetic clutch 14 via a manual changeover switch 44, which will be described later. It consists of three power wires extending in parallel from the negative side power terminal of the electromagnetic clutch 14 and connected to ground through the throttle switch 18, accelerator relay switch 52, and fuse cut relay 48, respectively. Therefore, the first clutch power supply circuit 15 maintains the energized state (the connected state of the first electromagnetic clutch 14) when one of the accelerator relay switch 52 and the throttle switch 18, which are installed in parallel with each other, is on. Furthermore, when the accelerator relay switch 52 and the throttle switch 18 are turned off at the same time, current flows through the coil of the fuse cut relay 48 built into the first clutch power supply circuit 15 in parallel with both switches 52 and 18, and the fuse cut relay 48 contact switch is turned on. As a result, an overcurrent flows through the power supply fuse 46 and the power supply fuse 46 is cut off.

The reason why the delay circuit 50 and the accelerator relay switch 52 are provided is that when the accelerator pedal 8 is quickly returned to the return position, the operation of the electric motor 16 cannot follow the speed and the operation of the throttle valve 4 is delayed. may invite In this case, the accelerator switch 22 is turned off by the return of the accelerator pedal 8 before the throttle valve 4 is fully closed, that is, before the throttle switch 18 is turned on. Therefore, if the accelerator switch 22 is directly installed in the first clutch power supply circuit 15 in parallel with the throttle switch 18, both switches 22 and 18 will be in the circuit cutoff state in the above case, so the fuse cut relay 48 will be disconnected. When activated, the power supply fuse 46 is cut. In other words, there is a problem in that the operation of the throttle control computer 10 stops even though the vehicle is in a normal running state. To avoid this, the delay circuit 50 is provided so that even if the accelerator switch 22 is turned off by a quick return of the accelerator pedal 8, the accelerator relay switch 52 is not turned off immediately and the throttle valve 4 is fully closed. After the throttle switch 18 is turned on, it is turned off.

As explained above, the accelerator switch 2
2 is in the non-depressing state and the throttle switch 18
When corresponds to the non-fully closed state, both the accelerator relay switch 52 and the throttle switch 18 are in the circuit cutoff state, so the fuse cut relay 48 is activated. Therefore, the delay circuit 50, the accelerator relay switch 52, and the fuse cut relay 48 serve as an abnormality determining means that operates when the accelerator switch 22 is not depressed and the throttle switch 18 is not fully closed. It consists of and power fuse 4
6 functions as a circuit breaker that cuts off the power circuit of the throttle control computer 10 when the abnormality determining means is activated.

Furthermore, a manual changeover switch 44 is incorporated in the first clutch power supply circuit 15 and the second clutch power supply circuit 33 to switch the power source from the battery to either one. The manual changeover switch 44 normally energizes the first electromagnetic clutch 14 and de-energizes the second electromagnetic clutch 32. When the manual changeover switch 44 is switched, the first electromagnetic clutch 14 is switched to a non-energized state, ie, a disconnected state, and the second electromagnetic clutch 32 is switched to a energized state, ie, a connected state. Therefore, the manual changeover switch 44 functions as a manual changeover switch that changes the first electromagnetic clutch 14 to a state in which torque cannot be transmitted and the second electromagnetic clutch 32 to a state in which torque can be transmitted.

Now, the operation of the control device having the above configuration will be explained with reference to FIGS. 3 to 8. In addition, in FIGS. 4 to 8, the back spring 6 is shown for ease of viewing.
is omitted from the illustration. During normal driving, a signal corresponding to the amount of depression of the accelerator pedal 8 is sent to the accelerator sensor 24.
The signal is sent from the throttle control computer 10 to the electric motor 16 via the first electromagnetic clutch 14, and the drive of the electric motor 16 drives the throttle valve 4 fixed to the throttle shaft 12. In this way, the amount of intake air of the engine is controlled by the opening degree of the throttle valve 4. At this time, the third transmission lever 42 also rotates, but as described below, the position of the second transmission lever 36 does not move, so the drive of the electric motor 16 is not transmitted to the mechanical transmission means.

On the other hand, in accordance with the amount of depression of the accelerator pedal 8, the accelerator wire 28 is also pulled and the first transmission lever 3
Rotate 0. As a result, as clearly shown in FIGS. 5 and 6, the second shaft 38 fixed to the first transmission lever 30 and the second electromagnetic clutch 32 fixed to the second shaft 38 rotate; 2 transmission lever 36
Since the second electromagnetic clutch 32 is in the disconnected state, it is in a state where it can idle relative to the second shaft 38, and therefore the position of the second transmission lever 36 does not move, so the third transmission lever pin 4
0 does not affect the throttle opening.

On the other hand, when an abnormality occurs, that is, when the throttle valve 4 remains open with no pedal force applied to the accelerator pedal 8, the fuse cut relay 48 is turned on as described above. The power supply fuse 46 is blown and the throttle control computer 10 becomes inoperable. Therefore, the power supply to the electric motor 16 is cut off, and the throttle valve 4 is temporarily brought to the fully closed position by the biasing force of the back spring 6. In other words, in response to the release of the pedal force on the accelerator pedal 8, the throttle valve 4 is brought into its original fully closed state and returns to its normal state. Since the throttle control computer 10 does not operate after this point, new troubles due to malfunction of the throttle control computer 10 are prevented from occurring. Furthermore, since the power supply fuse 46 has been cut, the throttle control computer 10 will not operate again.
The abnormality will not recur.

At this time, since the throttle valve 4 does not operate even when the accelerator pedal 8 is depressed, the driver can determine that an abnormality has occurred, and therefore the manual changeover switch 44 is switched from the energized state to the first electromagnetic clutch 14 to the second electromagnetic clutch. 32 can be switched to the energized state to enable evacuation travel.

Even in this retreating state, the accelerator wire 28 is pulled in accordance with the amount of depression of the accelerator pedal 8, thereby rotating the first transmission lever 30. Therefore, Fig. 7,
8, the second shaft 38 fixed to the first transmission lever 30 and the second electromagnetic clutch 32 fixed to the second shaft 38 rotate. Here the second
Since the electromagnetic clutch 32 is in the connected state by being energized, the second transmission lever 36 also rotates together with the second electromagnetic clutch 32. Further, the tip of the second transmission lever 36 is in contact with a third transmission lever pin 40, and the opening degree of the throttle valve 4 is adjusted from the third transmission lever pin 40 via the third transmission lever 42 and the throttle shaft 12. can do.

In the series of processes described above, the throttle control computer 10 is not involved at all in condition determination, etc., and is all performed by switches and the like. Therefore, the occurrence of new troubles due to malfunction of the throttle control computer 10 during the process from the occurrence of an abnormality to the evacuation driving state can be avoided.

Embodiment 2 Next, a second embodiment embodying the present invention will be described with reference to FIG. Note that members equivalent to those in Example 1 are given the same numbers and their explanations are omitted. FIG. 9 is a configuration diagram showing a second embodiment of the throttle valve control device of the present invention. This figure 9
In this example, the power supply fuse 46 and fuse cut relay 48 of the first embodiment are removed, and an automatic changeover circuit 100 is provided in place of the manual changeover switch 44. The automatic switching circuit 100 includes a two-contact changeover switch 102, a coil 104, a diode 106, and a battery +
Diode 1 from the pole via the two-contact changeover switch 102
The power line connected to the + side terminal of 06 and diode 1
Each coil 104 extends in parallel from the negative terminal of 06.
, the throttle switch 18 and the accelerator relay switch 52, and are connected to the ground through three power lines.

Next, the operation of this automatic switching circuit 100 will be explained. The two-contact changeover switch 102 has a coil 10
When a current of more than a predetermined value flows through coil 4, the switch piece switches to coil 1.
04 and can be switched. As a result, when at least one of the throttle switch 18 and the accelerator relay switch 52 is on, the coil 1
Since only a small amount of current flows through 04, the two-contact changeover switch 102 is maintained in a state in which the first electromagnetic clutch 14 is energized. Here, the diode 106 is connected to the first electromagnetic clutch 1
This prevents current from flowing to the second electromagnetic clutch 32 through the power line extending from the - side power terminal of 4.

However, when both the throttle switch 18 and the accelerator relay switch 52 are turned off, a current of a predetermined value or more flows through the coil 104, and the two-contact changeover switch 102 is switched to a state in which the second electromagnetic clutch 32 is energized. Therefore, by switching the automatic switching circuit 100, the first electromagnetic clutch 14 is brought into a non-energized state, ie, a disconnected state, and the second electromagnetic clutch 32 is switched into a energized state, ie, a connected state. Along with that, diode 1
The coil 10 is connected through the power wire extending from the negative terminal of 06.
4, the two-contact changeover switch 102 maintains the energization state of the second electromagnetic clutch 32 regardless of whether the throttle switch 18 and the accelerator relay switch 52 are turned on or off thereafter.

As described above, in the second embodiment, the delay circuit 50, the accelerator relay switch 52, and the coil 104
This constitutes an abnormality determining means that operates when the accelerator switch 22 is in a non-depressed state and the throttle switch 18 is in a non-fully closed state. The automatic switching circuit 100 functions as an automatic switching switch that switches the first electromagnetic clutch 14 into a torque transmittable state and the second electromagnetic clutch 32 into a torque transmittable state when the abnormality determining means is activated.

In the second embodiment, the first clutch power supply circuit 115 connects a power line connected from the positive terminal of the battery to the positive side power terminal of the first electromagnetic clutch 14 via the two-contact changeover switch 102. and the first electromagnetic clutch 1
It consists of two power supply wires extending in parallel from the - side power supply terminal of No. 4 and connected to ground through a throttle switch 18 and an accelerator relay switch 52, respectively. Further, the second clutch power supply circuit 133 is connected to the battery +
It consists of a power line connected from the pole to the + side power terminal of the second electromagnetic clutch 32, and a power line connected from the - side power terminal of the second electromagnetic clutch 32 to ground. The other configurations are the same as in the first embodiment.

Now, the operation of the control device having the above configuration will be explained with reference to FIGS. 4 to 9. During normal driving, at least one of the throttle switch 18 and the accelerator relay switch 52 is on, so the first electromagnetic clutch 14 is in the connected state as described above. Therefore, as in the first embodiment, a signal corresponding to the amount of depression of the accelerator pedal 8 is sent from the throttle control computer 10 to the electric motor 16 through the accelerator sensor 24, and the opening degree of the throttle valve 4 is adjusted to increase the engine intake. Air volume is controlled.

On the other hand, in the event of an abnormality, both the throttle switch 18 and the accelerator relay switch 52 are turned off, so the first electromagnetic clutch 14 becomes de-energized, that is, disconnected, and the second electromagnetic clutch 14 becomes de-energized, that is, disconnected. The clutch 32 is switched to an energized state, that is, a connected state. Therefore, the connection between the electric motor 16 and the throttle shaft 12 is released, and the throttle valve 4 is temporarily brought to the fully closed position by the biasing force of the back spring 6. In other words, in response to the release of the pedal force on the accelerator pedal 8, the throttle valve 4 is brought into its original fully closed state and returns to its normal state.

At the same time, the second electromagnetic clutch 32 is brought into a connected state, making it possible for the vehicle to retreat. That is, as in the first embodiment, the throttle shaft 12 is rotated by the mechanical transmission means from the accelerator wire 28 to the third transmission lever 42 in accordance with the amount of depression of the accelerator pedal 8, and the opening degree of the throttle valve 4 is adjusted. can do. by this,
In the first embodiment, the situation where the manual changeover switch 44 is not switched due to the driver's ignorance or mental agitation and the evacuation driving state is not achieved is avoided. Furthermore, in this embodiment, unlike in the first embodiment, the power supply circuit of the throttle control computer 10 is not shut off, so that the cause of abnormality in the throttle control computer 10 is electromagnetic interference (EMI).
If this is due to a disturbance such as, the throttle control computer 1 can be
0 may return to normal state. Therefore, by providing this embodiment with a mechanism that can return the two-contact changeover switch 102 to the original connection state when the throttle control computer 10 returns to the normal state, a configuration that allows return to the normal running state can be achieved. You can also.

In the above embodiments, wires and levers are used as transmission means for transmitting the pressing force of the accelerator pedal to the throttle shaft, but other mechanical elements such as gears, cranks, camshafts, etc. may also be used. Furthermore, as the transmission means for transmitting the pedal force of the accelerator pedal to the throttle shaft, it is possible to use various types of transmission means other than the configuration shown in the above embodiment.

Furthermore, as a ripple effect of Embodiments 1 and 2, even if the throttle valve moves differently from the accelerator pedal due to traction control during normal driving, the pressing force on the accelerator pedal remains constant, which improves the driving feeling. without damaging it. The reason for this is that, as shown in FIGS. 5 and 6, during normal driving, the second electromagnetic clutch 32 is in a disconnected state, and the transmission means from the third transmission lever 42 to the accelerator pedal shaft 9 is in a state in which torque cannot be transmitted. The throttle shaft 12 is operated by the electric motor 16.
Since the rotation of the accelerator pedal 8 is not transmitted to the accelerator pedal 8, the operation of the electric motor 16 does not affect the pressing force of the accelerator pedal 8.

[0042]

[Effects of the Invention] In the control device according to claim 1 of the present invention, when an abnormality occurs in the engine throttle valve control device, the abnormality is determined without using a throttle control computer and the control device is manually switched to a mechanical transmission means. By creating a control device with this configuration, even if a problem occurs in the throttle control computer itself, the abnormality can be reliably detected and switching to evacuation driving can be performed. This makes it possible to realize a practical engine throttle valve control device that enables evacuation driving when an abnormality occurs due to malfunction of the throttle control computer. Further, in the control device according to the second aspect of the present invention, the switching to the mechanical transmission means is automatically performed, thereby making it possible to carry out the evacuation run. This provides a more practical control device that more reliably transitions to evacuation driving when an abnormality occurs. Regardless of which control device is used, even if the computer itself has a problem, the abnormality will be reliably determined, and the throttle will be fully closed in response to the fact that the accelerator pedal is not depressed, and the system will return to normal. After that, mechanical control is possible. Therefore, while enjoying the advantages of an electric throttle control device, the fail-safe function in the event of an abnormality is greatly improved.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram showing the basic configuration of a control device of the present invention.

FIG. 2 is a schematic diagram showing another configuration of the control device of the present invention.

FIG. 3 is a configuration diagram showing a first embodiment of a throttle valve control device of the present invention.

FIG. 4 is a perspective view showing the vicinity of the throttle valve in Examples 1 and 2 of the present invention.

FIG. 5 is a perspective view showing the state of each part at one stage during normal driving according to the present invention.

FIG. 6 is a perspective view showing the state of each part at other stages during normal driving according to the present invention.

FIG. 7 is a perspective view showing the state of each part at one stage during evacuation travel according to the present invention.

FIG. 8 is a perspective view showing the state of each part at other stages during evacuation travel according to the present invention.

FIG. 9 is a configuration diagram showing a second embodiment of the throttle valve control device of the present invention.

[Explanation of symbols]

P or 12 Throttle shaft N or 2 Engine intake pipe I or 4 Throttle valve J or 6 Back spring L or 16 Actuator (electric motor) K or 14 First clutch (first electromagnetic clutch) A or 8 Accelerator pedal C or 24 Accelerator operation amount detector (accelerator sensor) O or 54, 56, 58 Engine operating state detector Q or 10 Throttle control computer D or 22 Accelerator switch F or 18 Throttle switch G or 9, 26, 28, 30, 38, 32 ,34
, 36, 40, 42 Transmission means H or 32 2nd
Clutch (second electromagnetic clutch) E or 48, 50, 5
2 Abnormality determination means M or 46 Circuit breaker (power fuse) B or 44 Manual changeover switch R or 100 Automatic changeover switch

Claims (2)

[Claims] 1. A device for controlling the opening of a throttle valve that opens and closes an intake pipe of an engine in accordance with the rotation of a throttle shaft, the device comprising: a back spring that always biases the throttle valve in a fully closed direction; an actuator that rotates the throttle shaft; a first clutch that is provided between the throttle shaft and the actuator and normally connects the two to enable torque transmission; and a first clutch that transmits an electric signal according to the amount of depression of an accelerator pedal. an accelerator operation amount detector, an engine operating state detector that transmits an electrical signal according to the operating state of the engine, and actuating the actuator in response to the electrical signals from the accelerator operation amount detector and the engine operating state detector. a throttle control computer; an accelerator switch that switches between when the accelerator pedal is depressed and not; a throttle switch that switches between when the throttle valve is fully closed and when the throttle valve is not fully closed; a transmission means for mechanically transmitting the force to the throttle shaft; and a second transmission means for normally connecting the depression force of the accelerator pedal to the throttle shaft via the transmission means in a state in which torque cannot be transmitted.
a clutch, an abnormality determining means that operates when the accelerator switch is not depressed and the throttle switch is not fully closed, and the throttle control computer operates when the abnormality determining means is activated. A throttle valve control device for an engine, comprising: a circuit breaker that interrupts a power supply circuit; and a manual changeover switch that switches the first clutch to a state in which torque cannot be transmitted and the second clutch to a state in which torque can be transmitted. 2. Instead of the circuit breaker and the manual changeover switch, when the abnormality determining means is activated, the first clutch is automatically switched to a torque transmittable state and the second clutch is automatically switched to a torque transmittable state. The engine throttle valve control device according to claim 1, further comprising an automatic changeover switch.