JPH07208215A - Throttle control device for internal combustion engine - Google Patents

Abstract

PURPOSE:To provide such a throttle control device as being capable of driving a throttle valve to both decelerated and accelerated directions with an actuator and further to the accelerated direction from the driving condition to the accelerated direction with the operation of an accel. CONSTITUTION:The third lever 5 driven by an actuator 1 in respect to the second lever 4 associated with a throttle 14 has two contact portions at the acceleration and deceleration sides. During constant speed run control, the contact portion at the acceleration side of the third lever 5 moves the second lever 4 to the accelerated direction. At this time, as the contact portion at the deceleration side of the third lever 5 is located further at the acceleration side, the second lever 4 is prevented from hitting the contact portion at the deceleration side of the third lever 5. On this account, the operation of an accel pedal 9 allows the throttle 14 to be moved further to the accelerated direction. The second lever 4 associated with the throttle 14 may be provided with two contact portions at a preset space.

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a throttle control device for an internal combustion engine, which controls a throttle for adjusting the rotation speed of the internal combustion engine. 2. Description of the Related Art A conventional device of this type has been disclosed in JP-A-58-14.
3142, the actuator increases the throttle opening to control the traveling speed during traveling, and the throttle opening can be kept constant even when the accelerator pedal is released. However, this conventional device is dedicated to the traveling speed control and cannot prevent the drive wheels from slipping. If this is attempted, a slip preventing device is further required. Next, there is a problem that the physique becomes large. Therefore, the present applicant has filed a patent application in Japanese Patent Application No. 60-113932 for a throttle control device capable of controlling the traveling speed and preventing the slip of the drive wheels with one configuration. However, even in this device, there is a problem that the throttle valve cannot be opened even when the driver depresses the accelerator to further accelerate while the actuator is controlling the traveling speed. The present invention solves the above problems and is capable of controlling the traveling speed and preventing the drive wheels from slipping. Further, it is possible to perform an additional speed by an accelerator operation even during the traveling speed control of the actuator. The purpose is to provide a control device. In order to achieve the above object, the present invention moves within a predetermined moving range in a speed increasing direction and a speed decreasing direction to increase or decrease the rotational speed of an internal combustion engine. A throttle member, an abutting member that moves the throttle member by abutting the slot member, an actuator that moves the abutting member, and a speed increasing direction side of the throttle member, which is provided in accordance with an operation of an occupant. The accelerator member that moves in the acceleration direction and the deceleration direction and the throttle member are biased in the acceleration direction by a force weaker than the driving force in the deceleration direction by the actuator, and the actuator is driven in the deceleration direction. When not operating, the throttle member is interlocked with the accelerator member, and when the actuator is operating, the throttle member is separated from the accelerator member to decelerate. Speed increasing direction urging means for moving the speed increasing direction, the contact member abuts the throttle member when moving in the speed increasing direction, and drives the throttle member in the speed increasing direction. A contact portion and a deceleration-side contact portion that contacts the throttle member when moving in the deceleration direction and drives the throttle member in the deceleration direction, and the acceleration-side contact portion of the contact member and the acceleration-side contact portion. A throttle control device for an internal combustion engine, wherein the throttle member is provided at a predetermined distance from the deceleration side contact portion, and the throttle member is located between the speed increase side contact portion and the deceleration side contact portion. It adopts technical means. Further, the actuator may include clutch means for connecting and disconnecting the driving force transmission to the contact member. Further, the throttle member includes two abutments provided at a predetermined distance, and the speed increasing side abutting part and the deceleration side abutting part of the abutting member are located between these abutting parts. You may do it. Further, the actuator controls the drive mechanism according to the drive means for moving the contact member, the detection means for detecting the position of the contact member, and the detection position detected by the detection means. Control means may be provided. According to the above construction, the slip prevention of the drive wheels can be prevented.
The traveling speed can be controlled and an additional speed can be provided by an accelerator operation during the traveling speed control of the actuator. First, to prevent slipping of the drive wheel, the deceleration side contact portion of the contact member moved by the actuator contacts the throttle member, and the throttle member is separated from the accelerator member by a force stronger than the biasing force of the speed increasing direction biasing means. It can be done by moving it. Further, the traveling speed control is such that the acceleration side contact portion of the contact member moved by the actuator contacts the throttle member,
This can be done by moving the throttle member.
Further, the additional speed during the traveling speed control can be performed by operating the accelerator member in the speed increasing direction while the speed increasing side contact portion is in contact with the throttle member. At this time, the accelerating direction urging means moves the throttle member in the accelerating direction by interlocking with the throttle member and the accelerator member to provide an additional speed. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is an overall structural view showing the basic structure of the present invention, and FIG. 2 is a main part structural view showing the detailed structure of the main parts thereof.
1 and 2, 1 is an actuator,
It is composed of an output shaft 101 that outputs a driving force, an electromagnetic clutch 102, a speed reducer 103, an electric motor 104 as a drive source, and a potentiometer 105 that detects the position of the output shaft. 9 is an accelerator pedal that forms an accelerator operation unit, 10,
Reference numeral 11 is a control cable, and 12 is a throttle lever connected to the cable 11, which is pulled by a spring 13 in a direction to close the throttle 14. A lever portion is arranged between the control cables 10 and 11. The first lever 2 is attached to the other end of the control cable 10 connected to the accelerator pedal 9.
And the first lever 2 is pulled by the tension spring 7. The auxiliary lever 3 is in contact with the first lever 2 via the spring 6. A second lever 4 connected to the control cable 11 is in contact with the auxiliary lever 3. A third lever 5 is arranged at a predetermined distance from the second lever 4. The third lever 5 is held at the initial position by the spring 8 and is connected to the output shaft 101 of the actuator 1. Reference numeral 40 denotes a sensor section for detecting a plurality of wheel speeds, which has a driven wheel sensor 41 for detecting a driven wheel speed and a drive wheel sensor 42 for detecting a driving wheel speed. The detection signal from the sensor unit 40 and the angle signal from the potentiometer 105 that detects the rotation angle of the output shaft of the actuator 1 are input to an electronic control unit (hereinafter referred to as ECU) 50, and the ECU 50 controls the actuator 1. Adding a signal. In FIG. 2, the first and second levers 2 and 4 and the auxiliary lever 3 are assembled around the output shaft 101 of the actuator 1 so as to idle, and the third lever 5 has a nut 15 Is fixed to the output shaft 101. The first lever 2 is connected to a cable 10 connected to an accelerator pedal 9 and is subjected to a force in the counterclockwise direction with respect to the actuator 1 (as viewed from the direction A) by a spring 7. The first lever 2 and the auxiliary lever 3 are subjected to a force by a spring 6 so that their surfaces 2a and 3a contact each other. This force is generated by the spring 13 and the second lever 4
Greater than the pulling force. Since the second lever 4 is connected to the throttle lever 12 by the cable 11, and the throttle lever 12 receives the force in the direction of closing the throttle 14 by the spring 13, the second lever 4 is reversed. Due to the force in the clockwise direction, the surfaces 4c and 3a are in contact with each other. Further, the third lever 5 fixed to the output shaft 101 has surfaces 5a and 5b on the surfaces 4a and 5b of the second lever 4.
Even if the second lever 4 is attached to a position sandwiching 4b and the second lever 4 is rotated by a normal accelerator operation, the surfaces 4a, 5a and 4
It is pulled by the spring 8 at a position where b and 5b do not contact. Further, 1a and 2c are stoppers for assembling both ends of the spring 7 to the actuator 1 and the first lever 2, and 2b and 3b are assembling both ends of the spring 6 for the first lever 2 and the auxiliary lever 3, respectively. The stoppers 5c and 1b are stoppers for assembling both ends of the spring 8 to the third lever 5 and the actuator 1, respectively. Next, the internal configuration of the actuator 1 will be described with reference to FIG. Electromagnetic clutch 102 around the output shaft 101
Is mounted so that it can idle, and the plate 108 is the output shaft 10.
It is fixed at 1. The clutch plate 106 attracted to the electromagnetic clutch 102 is attached to the plate 108 via a leaf spring 107. 109 is the electromagnetic clutch 102
This is a terminal for energizing the coil 102a, and when the coil 102a is excited, the clutch plate 106 is connected to the electromagnetic clutch 102. The rotation of the motor 104 depends on the worm gear 103.
Is transmitted to the electromagnetic clutch 102 via the electromagnetic wave, and when the rotary coil 102a is excited, the clutch plate 1
Output shaft 1 via 06, leaf spring 107, and plate 108
01. Further, the shaft 105a of the potentiometer 105 is attached to the output shaft 101, and the output shaft 1
The rotational angle potentiometer 105 of No. 01 is detected. Next, the operation of the above structure will be described. (I) During normal accelerator operation When the driver depresses the accelerator pedal 9, the first lever 2 rotates clockwise via the control cable 10. Further, since the set load of the spring 6 between the levers 2 and 3 is larger than the force of pulling the lever 4 by the spring 13, as the lever 2 rotates, the auxiliary lever 3 remains the same with the surfaces 2a and 3a still attached. Rotate in the direction
Further, since the surface 4c of the lever 4 is also pushed by the surface 3a of the lever 3, the lever 4 also rotates in the same direction, the throttle lever 12 is pulled through the cable 11, and the throttle 14 opens. When the driver reduces the depression amount of the accelerator pedal 9, the springs 7, 13 cause the levers 2, 3, 2.
4. The throttle lever 12 rotates counterclockwise and the throttle 14 closes. As described above, in a normal accelerator operation, the throttle 14 is mechanically moved by the accelerator pedal 9, and the throttle opening and the accelerator pedal depression amount always correspond to each other. Even when the accelerator pedal 9 is not depressed (throttle fully closed state), the surface 4b of the lever 4 and the surface 5b of the lever 5 do not come into contact with each other, and even when the accelerator pedal 9 is fully depressed (throttle fully open state). Since the lever 5 is pulled by the spring 8 at a position where the surface 4a of the lever 5 does not contact the surface 5a of the lever 5,
Output shaft 1 of actuator 1 during normal accelerator operation
01 is not moved. (Ii) Slip control Control is performed to prevent the vehicle from losing stability due to excessive slip occurring at the time of starting or accelerating and deteriorating acceleration performance. Therefore, the ECU 50 determines the slip of the driving wheel based on the signal from the sensor unit 40, and when the slip occurs, the actuator 1 is instructed to reduce the throttle opening to suppress the engine torque and suppress the slip. When the ECU 50 detects the slip of the driving wheels, the coil 102a is excited to cause the electromagnetic clutch 1 to operate.
02 and the clutch plate 106 are combined, and the motor 10
4, the output shaft 101 is rotated counterclockwise. Then, the lever 5 fixed to the output shaft 101 rotates in the same direction, the surface 5a comes into contact with 4a, and thereafter the lever 4 is also pushed by the lever 5 and rotates in the same direction, and the throttle 13 is closed by the spring 13. At this time, the lever 3 is pushed by the surface 4c of the lever 4 and rotates counterclockwise, but since the accelerator pedal 9 is depressed, the lever 2 does not rotate counterclockwise and the surface 2a of the levers 2 and 3 does not rotate. , 3a separate. When the slip is suppressed, the motor 104 is rotated in the reverse direction and the output shaft 101 is rotated clockwise. Then, the lever 5 rotates in the same direction, but the force of the spring 6 causes the levers 3 and 4 to also rotate with the surfaces 3a and 4c and the surfaces 4a and 4a.
Since 5a rotates while following the same direction while keeping 5a in close contact,
The throttle 14 can be opened via the control cable 11. When the throttle opening returns to a position corresponding to the accelerator pedal depression amount, the faces 2a and 3a are attached to each other and the lever 3 is attached.
a and 4a can no longer rotate in the clockwise direction, and the surface 4a of the lever 4 and the surface 5a of the lever 5 are separated from each other. Here, when the output shaft 101 continues to rotate in the clockwise direction, the surface 5b comes into contact with the surface 4b. Then, in order to prevent the throttle opening from becoming larger than the accelerator pedal depression amount by rotating the lever 4 clockwise, the potentiometer indicates that the rotation angle of the output shaft 101 has returned to the original position (normal position). Detected by 105, further driving of the output shaft 101 in the clockwise direction is prohibited. This state is maintained for a predetermined time (for example, 1 to 5 seconds).
c) When continuing, the control is terminated (the motor and the electromagnetic clutch are both turned off) because the slip is completely suppressed. Further, when the driver suddenly releases his / her foot from the accelerator pedal 9 during the slip control, the surface 2a of the lever 2 and the surface 3a of the lever 3 stick to each other and rotate counterclockwise, so that the lever 4 also acts on the spring 13. And rotate in the same direction with lever 3,
The throttle 14 is closed. At this time, the surfaces 4a and 5a are separated, but since the surfaces 4b and 5b do not contact each other when the lever 4 can return to the throttle fully closed position,
The throttle 14 can be closed immediately. (Iii) During auto drive During auto drive, the coil 102a is excited, the electromagnetic clutch 102 and the clutch plate 106 are coupled, and the output shaft 101 is rotated clockwise by the motor. Then, the surface 5b of the lever 5 fixed to the output shaft 101 comes into contact with the surface 4b of the lever 4, and thereafter the lever 4 is pushed by the lever 5 to rotate clockwise, and the throttle lever 12 is pulled through the control cable 11. Throttle 1
4 is opened. At this time, if the accelerator pedal 9 is not depressed, the surface 3a of the lever 3 is separated from the surface 4c of the lever 4, and the levers 2 and 3 are not moved. Therefore, it is possible to maintain the set vehicle speed by adjusting the throttle opening without moving the accelerator pedal. When the driver tries to accelerate further during auto-driving and further depresses the accelerator pedal 9, the levers 2 and 3 rotate clockwise via the control cable 10 as in the normal accelerator operation, and the lever 4 further moves. Is pushed by lever 3 and rotates in the same direction, and throttle 1
4 can be opened further. At this time, the surface 4b of the lever 4
And the surface b of the lever 5 separates. When the vehicle speed exceeds the set vehicle speed due to this acceleration, the output shaft 101 is rotated counterclockwise (the direction in which the throttle is closed) by the motor 104, but when the output shaft 101 continues to rotate counterclockwise, the surface 5a eventually becomes the surface 4a. In order to prevent the throttle opening from becoming smaller than the accelerator pedal depression amount when the lever 4 is contacted with and the lever 4 is rotated counterclockwise, the rotation angle of the output shaft 101 is returned to the original position (normal position). This is detected by the potentiometer 105, and further driving of the output shaft 101 in the counterclockwise direction is prohibited. Next, an example of the operation of the ECU 50 will be described with reference to the flowchart of FIG. First, step 20
At 0, 201 and 202, potentiometer 105 of actuator 1 and driven wheel and drive wheel sensors 41 and 42
The output shaft rotation angle α _O , the driving wheel speed V _w , and the driven wheel speed V _V are calculated from the signal. Here, the output shaft rotation angle α _O becomes smaller when the output shaft 101 is rotated in the clockwise direction (direction in which the throttle is closed), becomes larger when rotated in the counterclockwise direction (direction in which the throttle is opened), and is not controlled. At this time, the output angle of the output shaft is α _s due to the spring 8. In step 203, it is determined whether or not the auto drive execution mode is set. If it is in the auto drive execution mode, move to step 216,
Step 20 by executing the program for auto drive
Return to 0. On the other hand, if it is determined in step 203 that the automatic drive execution mode is not set, step 2
Moving to 04, the slip discrimination level V _T is created. That is, the driven wheel speed V _V is multiplied by K (K = 1.1 to 2.0) to obtain a speed corresponding to the target slip ratio, and the speed obtained by adding the offset speed V _O (V _O = 1 to 5 km / s) to it. V _T (V _T
= K · V _V + V _O ). Next, at step 205, it is judged if the slip control is being executed. If it is determined that the slip control has already been started, the process proceeds to step 208. On the other hand, if it is determined in step 205 that the slip control has not been started yet, the process proceeds to step 206 and slip determination is performed. If V _W <V _{T in} step 206, control is not performed unless slip has occurred, and the process returns to step 200. On the other hand, when V _W ≧ V _T is satisfied in step 206, it is determined that the drive wheels have slipped, and the process proceeds to step 207 to start the slip control and the actuator 1
The coil 102a is energized and the process proceeds to step 208. In step 207, the output shaft 101 of the actuator 1 is driven at the driving speed Is calculated. For example, [Formula 1] Calculate as Next, in step 209, It is determined whether or not is positive and negative, and if ## EQU2 ## If so, the process proceeds to step 212, where the speed of the output shaft 101 relative to the actuator 1 is: Counterclockwise (direction to close the throttle)
Command to drive and return to step 200. On the other hand, in step 209, If so, the routine proceeds to step 210, where the output shaft rotation angle α _o and the rotation angle α _s during non-control are compared. If α _o <
If α _{s, the process} proceeds to step 211, where it is assumed that the output shaft 101 has not returned to the position before the start of control, and the speed of the output shaft 101 with respect to the actuator 1 Then, a command is issued to drive in the clockwise direction (direction to open the throttle), and the process returns to step 200. On the other hand, if α _o ≧ α _{s in} step 210, it is determined in step 213 whether or not this state has continued for a predetermined time (for example, 1 to 5 sec). Step 12 if it does not continue for a predetermined time
4, the actuator 1 is prohibited from driving the output shaft 101. In other words, when passing through step 210, the speed Then, the output shaft 101 is driven in the clockwise direction (direction in which the throttle is opened). Here, α _o ≧
Since α _s is reached and the output shaft 101 has returned to the position before the start of control at this time, further driving of the output shaft 101 in the clockwise direction is prohibited. On the other hand, at step 213 α
_If it is determined that the condition of _o ≧ α _s continues for a predetermined time or longer, the process proceeds to step 215, the slip is completely suppressed, and the slip control is terminated because the slip control is no longer required, and the coil of the actuator 1 is terminated. The power supply to 102a is terminated and the process returns to step 200. During slip control, step 208 is performed.
Drive speed θ of the output shaft 101 of the actuator 1 to V
_Since it is calculated according to the difference between _w and V _V , throttle 1
4 is opened and closed at a speed according to the slip state. In order to change the driving speed of the actuator 1 in this way, E
The CU 50 duty-controls the voltage applied to the motor 104 of the actuator 1 as shown in FIG. That is, if the duty ratio is controlled to t / T (T: constant period) and the duty ratio is increased, the driving speed is increased. Becomes larger. Further, in the above-described embodiment, the output shaft rotation angle α _O is controlled in the range of α _o ≧ α _s during slip control, but similarly, the auto drive control is controlled in the range of α _o ≧ α _s. I am doing it. Therefore,
In the above-described embodiment, the anti-slip actuator is integrated with the auto-drive actuator, and economical throttle control can be performed without impairing the mutual functions. Further, since the actuator is arranged in the middle of the control cable connecting the accelerator pedal and the throttle lever, it is not necessary to modify other parts,
Since the accelerator pedal 9 and the throttle lever 12 are mechanically connected, the accelerator pedal and the throttle lever are not mechanically connected like the linkless system, and the accelerator pedal depression amount and the throttle opening are electrically detected by the sensor. The reliability is higher than that of the method in which the throttle 14 is driven by a step motor. Also, during normal accelerator operation, the lever 4 connected to the throttle lever 12 does not move the lever 5 fixed to the output shaft 101, so that the reliability of the actuator 1 itself is high. On the contrary, even if the actuator 1 fails and cannot drive the output shaft 101, there is an advantage that the normal accelerator operation is not affected. Next, FIG. 6 shows a second embodiment. That is, the auxiliary lever 3 in FIG.
And 3B, and these are connected by a control cable 3c so that the lever 3A is integrated with the lever 2 by a spring 6 and the lever 3B may be assembled so as to push the lever 4 in the direction to open the throttle. Further, in FIG. 1, the spring 7 may be assembled to the lever 3 instead of being assembled to the lever 2. In FIG. 6, the spring 7 is attached to the lever 3B as shown in the figure. See also FIG.
Although the lever 4 is sandwiched between the levers 5 in FIG. 6, the lever 4 may be sandwiched between the levers 4 as shown in FIG. If the auxiliary lever 3 is divided into two auxiliary levers 3A and 3B as shown in FIG. 6, the number of levers and springs assembled to the actuator 1 is reduced, the actuator 1 itself can be downsized, and the vehicle mountability can be improved. . In the above embodiment, the potentiometer 1
I used 05 to detect the output shaft rotation angle α _o and prohibit the excessive return of the output shaft.
Alternatively, a plurality of switches may be used to prohibit the output shaft from returning too far or going too far. For example, three switches that turn ON / OFF as shown in FIG. 7 for explaining the third embodiment at a predetermined rotation angle according to the rotation of the output shaft 101 are used, and each switch a, b, c is in the non-controlled state. Status
The IV signal (switches a, b, and c are all OFF) is output. During slip control, the output shaft is rotated in the counterclockwise direction (throttle closing direction, leftward in FIG. 7), so the signal of each switch becomes one of the states I, II, III, IV. In state II or III, the output shaft can be driven in either direction. In state I, only counterclockwise driving is prohibited, and in state IV, only clockwise driving is prohibited. In other words, during slip control, it is sufficient for the output shaft to be driven counterclockwise until the throttle is fully closed, so if the actuator is driven further counterclockwise, the signal of state I is output, and further counterclockwise. Prohibit driving. As a result, it is possible to prevent the motor 104 from being locked due to overshooting. Further, when the slip is suppressed and the output shaft is rotated clockwise and returned to the position at the start of control, the signal of state IV is output, and further driving in the clockwise direction is prohibited. As a result, it is possible to prevent the output shaft 101 from moving to the range of movement during auto-driving due to excessive return. During the slip control, the switch a,
b, c should output the signal of any one of the states I, II, III, IV. Therefore, when any other state is input to the ECU, the switch a, b, c fails or the drive circuit While the control is terminated immediately after determining that there is a failure of the motor (the motor and the clutch are both OFF), the output shaft 101 is rotated in the clockwise direction (throttle opening direction) during the auto drive, so that each switch a,
The signals b and c are in any one of states IV, V, VI and VII. Here, when the signals of the respective switches a, b, and c are in the states V and VI, the output shaft 101 can be driven in either direction. Only prohibits clockwise drive.
In this embodiment, three switches a, b, c are used, and the above operation is guaranteed even if any one of them fails. Further, the above processing may be performed within a program as in the first embodiment, or may be performed by configuring a logic circuit with IC elements or the like. In the above embodiment, the drive speed of the output shaft 101 during slip control is Driving speed V _W and slip judgment level V
_Although it is determined by using _T , the throttle opening degree is input to the ECU 50, the throttle opening change amount Δθ is obtained according to the slip ratio, and the throttle opening amount is changed by the change amount Δθ. The actuator 1 may be driven, and the control method is not particularly limited. Further, the actuator 1 of the above-mentioned embodiment has both the slip control and the auto-drive control functions to improve the economic effect. However, this actuator is constructed as a dedicated actuator for slip control as shown in the fourth embodiment of FIG. May be. That is, the auxiliary lever 3 and the spring 7 in FIG. 1 are eliminated, and the lever 2 and the lever 4 are directly connected via the spring 6. Further, the lever 5 allows the lever 4 to be driven only in the direction of closing the throttle 14, and the spring 8 is attached so as to return the lever 5 to a position where it does not come into contact with the lever 4 by a normal accelerator operation. In addition, in FIGS. 1, 6 and 8, since there is only one spring 6, the mechanical connection between the accelerator pedal 9 and the throttle lever 12 is lost if it is damaged, and even if the accelerator pedal 9 is depressed. In order to prevent the throttle 14 from being unable to open, the spring 6 is divided into two parts and installed in parallel.
4 may be opened to some extent. As described above, according to the present invention, a simple internal combustion engine having a structure capable of preventing slippage of the drive wheels and performing additional speed during travel speed control when the travel speed is controlled. A throttle control device can be provided.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an overall configuration diagram showing a basic configuration of the present invention. FIG. 2 is a main part configuration diagram showing a detailed structure of the main part. FIG. 3 is a cross-sectional configuration diagram showing an internal configuration of an actuator. FIG. 4 is a flowchart showing a calculation process of the ECU. FIG. 5 is a waveform diagram showing a drive duty by the ECU. FIG. 6 is a configuration diagram showing a second embodiment of the present invention. FIG. 7 is an explanatory diagram showing the operation of the main part of the third embodiment of the present invention. FIG. 8 is a configuration diagram showing the fourth embodiment of the present invention. [Description of Reference Signs] 1 Actuator 2 First lever 3 Auxiliary lever 4 Second lever 5 Third lever 6 Spring 9 Accelerator pedal 14 serving as an accelerator operating unit Throttle 40 Sensor unit 50 ECU

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁶ Identification code Office reference number FI technical display location F02D 11/10 N 29/02 301 B 311 A

Claims (1)

Claims: (1) A throttle member that moves within a predetermined movement range in an accelerating direction and a decelerating direction to increase or decrease the rotational speed of an internal combustion engine; An abutting member that moves, an actuator that moves the abutting member, an accelerator member that is provided on the speed increasing direction side of the throttle member and moves in a speed increasing direction and a speed decreasing direction according to an operation of an occupant, The throttle member is biased in the speed-up direction by a force weaker than the driving force in the deceleration direction by the actuator, and the throttle member is interlocked with the accelerator member when the actuator is not driven in the deceleration direction, An acceleration direction urging means for moving the throttle member away from the accelerator member in the deceleration direction when the actuator is operated, Serial abutting member abuts on the throttle member when moving speed increasing direction, and the speed increase side abutting portion for driving the throttle member to the speed-increasing direction, abuts on the throttle member when moving in deceleration direction,
A deceleration-side contact member that drives the throttle member in the deceleration direction is provided, and the acceleration-side contact portion and the deceleration-side contact portion of the contact member are provided at a predetermined distance from each other, and the acceleration speed is increased. A throttle control device for an internal combustion engine, wherein the throttle member is located between a side contact portion and the deceleration side contact portion. (2) The throttle control device for an internal combustion engine according to claim 1, wherein the actuator includes clutch means for connecting and disconnecting the driving force transmission to the contact member. (3) The throttle member includes two abutting portions provided at a predetermined distance, and the speed increasing side abutting portion and the deceleration side abutting portion of the abutting member are provided between these abutting portions. The throttle control device for an internal combustion engine according to claim 1, wherein the throttle control device is located. (4) The actuator includes a drive unit that moves the contact member, a detection unit that detects the position of the contact member, and a control unit that controls the drive mechanism according to the detection position detected by the detection unit. The throttle control device for an internal combustion engine according to claim 1, further comprising: