JPH01237331A - Throttle control device - Google Patents

Abstract

PURPOSE:To improve safety in traveling in the title system provided with a traction control device by perfectly stopping the function of the control device, in case of failure thereof, to thereby return the system into the usual state. CONSTITUTION:Two rotary bodies 13a, 13b are rotatably mounted on a throttle shaft 15 and a rotary body 13c is fixed thereon. The rotary body 13a is connected to the end of an accelerating wire 12. The rotary body 13b is connected to the rotary body 13c through a spring 14a interposed between fixed plates 14b, 14c. Respective rotary bodies 13b, 13c are connected to the ends of respective wires 12', 12'' for constant traveling control and traction control. The other ends of respective connecting wires 12', 12'' are connected to a rotary body 16 rotated by a motor 18. On a throttle shaft 15, a gear device 20 for setting an aimed opening of the throttle is provided in the proximity of the rotary body 13c. The gear device 20 is provided with a limit-switch 26 engaged to a cam.

Description

DETAILED DESCRIPTION OF THE INVENTION [Field of Industrial Application] The present invention relates to a throttle control device that controls the wheel drive force of an automobile by adjusting the throttle opening of a carburetor.

[Conventional technology]

When a car suddenly accelerates from a stopped state or while driving,
The rotational speed of the wheels exceeds the vehicle running speed, causing tire slip, and the driving force from the engine is no longer effectively transmitted through the wheels. In such a case, depending on the road surface and the driving conditions of the vehicle, the vehicle may become uncontrollable or may become unstable.

A control method called traction control (hereinafter abbreviated as TCS) is already known as a method for preventing the unstable running state. This TCS control ensures that no matter how the driver presses the accelerator pedal, the force driving the wheels does not exceed the maximum frictional force between the tires and the road surface, or if it does, it quickly returns the wheels to near the maximum frictional force. There are two methods for controlling the driving force.

One is to reduce the tire driving force by forcibly operating the brakes, where engine output = tire driving force, so that engine output = brake + tire driving force.This method This is effective when the behavior of the left and right drive wheels is different (for example, when turning or when the frictional force of the road surface is different between the left and right wheels) or when a quick response is required.

Another method is to forcibly reduce engine output, which is determined by the amount the driver is pressing the accelerator. This method is effective when the wheel drive force exceeds the maximum friction force for both the left and right wheels (however, the response characteristics are not fast, so if a quick response is required, it is better to use brake control).

A throttle control device employing the latter of the conventional TCS control methods described above is known from Japanese Patent Laid-Open Publication No. 79050/1983.

The wheel slip prevention device according to this publication uses a wheel speed sensor that detects the speed of the front and rear wheels, and averages the speeds of the front and rear wheels according to a preset program from the signals detected by these wheel speed sensors. The speed is calculated and the slip rate is determined according to the slip rate calculation formula, and this slip rate is compared with a reference slip rate calculated by a preset program, and the forward and reverse directions of the driven motor are determined according to the magnitude of the slip rate. A throttle wire that connects a control circuit configured to output a signal, a motor driven by this control circuit, a carburetor that sends fuel to the engine, and a lever that adjusts the throttle opening. a pinion on the motor shaft that transmits the rotational force of the motor; an external gear with an arm that engages the pinion; and two pulleys through which the throttle wire passes in an S-shape. A wire adjustment mechanism is fixed to one end of the arm and pivotally supported in the middle of the arm to convert motor rotation into adjustment of increase/decrease in the path length of the throttle wire.

If you try to suddenly accelerate from a stopped state or a constant speed driving state,
When the slip ratio increases and exceeds the reference slip ratio, even if the throttle lever is in the opening direction, the throttle wire is increased via the wire adjustment mechanism in response to the signal from the wheel speed sensor, and the throttle is held open for a short time. direction, the engine power is reduced and the speed is reduced. When the slip ratio falls below the standard, the throttle wire is returned to its normal length, and these operations are automatically repeated depending on the road surface conditions.

[Problem to be solved by the invention]

However, in the TCS control method using the above-mentioned known slip prevention device, when a failure occurs in any part of the wire adjustment mechanism provided to equivalently lengthen the throttle wire path, the wire adjustment mechanism It will no longer operate in the combination position at the time the failure occurred. As a result, the entire system from the arm to the throttle becomes uncontrollable, leading to an uncontrollable vehicle or a loss of running stability, which may lead to a serious accident depending on road conditions. This is designed from the viewpoint that the wire adjustment mechanism functions only during normal operation, and that in the event of a failure, the wire adjustment mechanism can be returned to a state without the wire adjustment mechanism so that the existence of the wire adjustment mechanism does not cause inoperation. This is because they are not.

In order to increase the path length of the throttle wire only during TCS control, rotary plates that can rotate in opposite directions are provided in the middle of the path, and a spring mechanism is provided between the rotary plates, so that one of the rotary plates can be rotated during TCS control. A possible method is to forcibly close the throttle so that the increase in path length is absorbed by a spring mechanism, and then apply the increase in path length using a motor and a clutch. However, if this elongation is to be absorbed by a spring mechanism, the rotational curve of the motor must be greater than the strength of the spring. Therefore, the load on the motor becomes large, and the control circuit for driving the motor has a problem that the current is too large to drive the motor.

This invention has been made in view of the current state of the technology of throttle control devices as described above, and its purpose is to provide a TCS control device in the throttle control system and prevent this TCS control device from failure with fail-safe consideration. To provide a throttle control device capable of completely stopping its function and returning a throttle control system to its normal state.

[Means for Solving the Problems] Therefore, as a means for solving the above problems, the present invention provides a first rotating body that is rotatably provided around a throttle shaft and has an accelerator wire end connected to an appropriate position, and a throttle a second rotating body fixed in parallel to the shaft; a spring device provided between two fixing plates placed at appropriate positions facing each other on opposing surfaces of the two rotating bodies; and a spring device provided outside the accelerator wire system, A TC consisting of a third rotating body connected to the other end of a connecting wire that connects the body, a clutch provided on the rotating shaft of this rotating body, and a first motor for driving the third rotating body.
Based on the information from the S drive unit and the wheel speed sensor that detects the rotational state of the wheels, the wheel speed is compared with a reference wheel speed calculated from these wheel speeds according to a pre-programmed formula, and based on the calculation results, an electronic control circuit having at least one relay circuit excited by the command signal, which determines a slip state of the wheel and outputs a command signal to the actuator, and causes the first motor to energize and rotate; The TC8 drive unit further includes a fourth rotating body that is rotatably provided around the throttle shaft and facing the second rotating body, and a fourth rotating body that is rotatable about the throttle shaft, and a fourth rotating body that is arranged so that the relative rotational position of both the rotating bodies reaches a fixed position on the opposing surfaces of the two rotating bodies. Then, a switch for metering is provided upright at an appropriate position facing the meter, a second motor for driving the fourth rotating body, and a rotational position sensor for detecting the rotation angle of the fourth rotating body, and the spring device is connected to the accelerator. When the throttle is opened by the pedal, the relay circuit is excited by a command signal from the electronic control circuit, so that it can expand and contract in response to a motor driving force of more than a predetermined value obtained by energizing the first motor, and by another command signal, the relay circuit is excited. The second motor is driven to rotate the fourth rotating body and held at the control target position, and when the second rotating body reaches the position set by the limit switch, the excitation of the relay circuit is stopped and the power supply to the first motor is stopped. They adopted a configuration that shuts it off.

[Effect]

When you press the gas pedal, the throttle is opened normally via the throttle wire, and the car accelerates rapidly. When this sudden acceleration occurs at an acceleration higher than a predetermined value, the electronic control circuit detects this sudden acceleration by comparing and calculating the wheel speed with a reference wheel speed that approximately corresponds to the speed of the vehicle based on the signal from the wheel speed sensor. , the output signal turns on the clutch and drives the first motor to forcibly rotate the throttle shaft. This rotation is applied to operate the throttle in the direction of closing, and is operated in the opposite direction during the operation of opening the throttle by pressing the accelerator pedal, so that the engine output decreases and the wheel speed decreases. At this time, the spring device provided between the first rotating body and the second rotating body is expanded, the mutual phase angle between these rotating bodies changes, and the throttle opening degree is adjusted.

Next, when the electronic control circuit detects the speed drop based on the signal from the wheel speed sensor, the drive signal from the electronic control circuit to the first motor is reversed, the first motor is reversed, the throttle wire is pulled back, and the spring device is reduced again and the throttle is released, engine power increases again and wheel speed increases. In this way, the deceleration and acceleration described above are repeated within a short period of time according to commands from the control circuit while the speed of the vehicle is rapidly accelerating, and the vehicle is accelerated so that the tire friction force is always at its maximum.

The spring device is extended and the first motor is driven to rotate.
When performing CS control and forcibly opening and closing the throttle regardless of whether the accelerator pedal is depressed, the command signal to the first motor is supplied directly from the electronic control circuit, and if the tension of the spring of the spring device is too strong, The drive current of the first motor, which is rotationally driven in opposition to this, becomes thick (as a result, the actuator cannot be directly driven by the command signal from the microcomputer of the electronic control circuit).

Therefore, the second motor is driven by a relay circuit attached to the electronic control circuit, and the command signal for forward rotation and reverse rotation from the electronic control circuit is applied to this relay circuit. This command signal is also given to the second motor at the same time, and the second motor is rotated at high speed to an angular position corresponding to the throttle target opening calculated in advance in the electronic control circuit and held at this position. The load on the second motor can be reduced by reducing the inertia of the fourth rotating body.
The motor can be faster, consume less power, and have less load fluctuation than the first motor.

The relay circuit is energized, the first motor rotates forward and reverse,
When the second rotating body reaches the control target position of the throttle with a delay, a limit switch is activated by the switch actuator attached to the second rotating body, and this switch signal causes the relay circuit to rotate forward or reverse. The command signal of the command is cut off. Therefore, the excitation of the relay circuit is stopped, the supply of drive current to the first motor is cut off, the first motor is stopped, and the second rotating body is stopped at the target control position. In this way, the first motor is indirectly controlled by forward and reverse rotation commands from the electronic control circuit, and TCS control is performed.

If a failure occurs in the electronic control circuit or the electrical system of the TC5 drive unit, including the motor, the detection unit in the control circuit will stop the command signal of the electronic control circuit and return the accelerator wire control mechanism to its normal function. This allows the TCS control system to have a fail-safe configuration.

〔Example〕

Embodiments of a throttle control device according to the present invention will be described in detail below with reference to the accompanying drawings.

FIG. 1 is an overall schematic diagram of a throttle control device 10 according to the present invention. 11 is an accelerator, 12 is an accelerator wire, 138 to 13C are three rotating bodies, 14 is a spring mechanism, 1
5 is a throttle axis.

Among the rotating bodies 13a to 13C, 13a and 13b are rotatably attached around the throttle shaft 15, and both are fixed to each other by appropriate means to form a first rotating body. An end of an accelerator wire 12 is connected to the rotating body 13a at an appropriate position. As shown in FIG. 2, between the rotating body 13b and the second rotating body 13C, an L-shaped fixing plate 14C which also acts as a stopper with the fixing plate 14b is erected on the opposing surfaces thereof. A spring is inserted between the fixed plates to form a spring mechanism 14.

The rotary body 13b and the second rotary body 13C have, at appropriate positions,
Constant speed running (hereinafter referred to as AC. Details are omitted as they are not directly related to this invention) control connecting wire 12' and TC
The S control connecting wire 12'' connects to the rotating bodies 13b and 1, respectively.
3C are connected in directions that rotate them in opposite directions.

Outside the accelerator wire system, another third rotating body 16 is provided at an appropriate position, and this third rotating body 16
The other ends of the connecting wires 12' and 12'' are similarly connected so as to pull the rotating body 16 in opposite directions.The third rotating body 16 is connected to the clutch 1 provided on its rotating shaft.
7 to a motor 18, which together form a TCS drive.

The motor 18 is rotated in either forward or reverse direction in response to a command signal from a control circuit 30, which will be described later.

Furthermore, as shown in FIG. 2, a gear device 20 for setting a target throttle opening is provided on the throttle shaft 15 adjacent to the third rotating body 13C. This gear device 2
0 is equipped with a main gear 21 (which is rotatable with respect to the throttle shaft 15), a drive unit m consisting of a pinion 21' that rotationally drives the main gear, and a motor 22, and a potentiometer 23 that detects the rotation angle of the main gear 21. . 24 is a switch for detecting the home position of the main gear 21; 25 is a spring for returning the main gear 21 to the home position;
26 and 26' are a limit switch and a switch actuator for setting the throttle target opening, respectively. The schematic structure of the limit switch 26 and the swing actuator 26' is as shown in FIG. 2A, and the limit switch 26 is fixed at right angles to the surface of the main gear 21 facing the rotating body 13C. The switch actuator 26' is attached to the main gear 21 of the rotating body 13C, and is formed in a cam shape as shown. When the main gear 21 rotates and the limit switch 26 is in contact with the bottom surface of the cam, the limit switch is OFF, and when the main gear 21 rotates further and the limit switch is pushed by the convex surface of the cam, the mint switch 26 is turned ON. Its operating range is a as shown in the diagram.
z and b, and during forward rotation, the switch is made at point a, and during reverse rotation, the switch is made at point b. a～b
The dimension between the points is set to such a length that it will not move due to the rotational inertia of the rotating body 13C when the energizing power is cut off.

As shown in FIG. 3, the control circuit 30 includes wheel speed sensors S1, S2, S3, S4, which detect the wheel speeds of the front and rear wheels.
The A/D converter 31' converts the signal from the input signal into a pulse signal, the input processing circuit 31 processes the signal, and calculates the wheel speed from these pulse signals. It is configured to compare and calculate reference wheel speeds determined according to formulas programmed in advance in the program circuit, and output command signals for driving each actuator at necessary timings in accordance with the calculation results.

33 is a motor drive circuit for rotationally driving the motor 22 of the drive unit m of the gear device 20.

34 is the main gear 21 from the potentiometer 23
This is a processing circuit for input signals representing the rotation angle of .

35 is a forward/reverse command circuit for the motor 18, which forms a motor drive circuit X together with the next motor relay circuit 35'. 36 is a clutch drive circuit for driving the clutch 17.

As shown in FIG. 4, the motor drive circuit X includes a forward and reverse command circuit 35 that outputs forward and reverse commands 11 and I2 for the motor 18 via transistors Tr1 and Tr2, respectively.
and a relay RLY that drives the motor 18 in the forward rotation direction.
and a motor relay circuit 3 consisting of a reverse relay RLY2.
5'.

The operation of this embodiment configured as above will be explained.

First, when the accelerator pedal 11 is depressed to start or increase the speed of the automobile, a switch (not shown) with the accelerator pedal is turned on, which causes the control circuit 30 to switch to T C
S? b The state becomes controllable. However, unless there is a sudden acceleration exceeding a predetermined value, TCS control is not performed and the vehicle is in a normal state, with the clutch 17 remaining disengaged and the rotating body 16 being free. When the accelerator pedal 11 is further depressed, the force is transferred to the rotating body through the accelerator wire 12.
3a and 13b, the throttle shaft 15 is rotated via the spring device 14, and the throttle is opened.

When the amount of depression is reduced, a spring (throttle return spring, not shown) attached to the throttle shaft that always pulls the throttle in the closing direction moves the throttle closer to its original position (in the closing direction). In this way, the throttle device normally operates in the same manner as a conventional throttle device that does not perform TCS II control.

Next, when it is detected from the signal from the wheel speed sensor that the sudden acceleration is an acceleration higher than a predetermined value, TCS control is automatically started. That is, when the accelerator pedal 11 is depressed, the switch is turned on, and the wheel speed and acceleration are calculated based on the signal from the wheel speed sensor, and the wheel speed is compared with the reference wheel speed, and the wheel speed is determined to be the reference wheel speed. , the difference signal turns on the clutch 17.
At the same time, TCS control is started by outputting a command signal for normal rotation of the motor 18 and driving the rotating body 16. Therefore, the rotating body 13C is rotated via the connecting wire 12'', and the throttle is driven in the closing direction. When the rotational force by the motor 18 becomes larger than the tensile force, the spring 14a is further stretched and expanded, and along with this expansion, the rotating body 13C rotationally drives the throttle in the direction of closing.

When the throttle opening decreases, the engine output decreases and the wheel speed also decreases, becoming below the reference wheel speed, so the output signal of the control circuit 30 is inverted, causing the motor 18 to reverse,
As a result, the spring 14a contracts again and the rotating body 13C is pulled, rotating the throttle in the opening direction. The switch SW1 detects that the throttle opening degree has been returned to a state corresponding to the amount of depression of the accelerator pedal, and when it is no longer necessary to perform TCS control again, the clutch 17 is turned off to end the TCS control. As mentioned above, the ON/FF of the clutch 17 is ON at the start of TCS control and OFF at the end.
In addition to turning OFF, it turns ON when the system power is turned on, and turns OFF when a major failure occurs due to self-diagnosis of the control circuit 30.
F and/or may be turned off when the system power is cut off.

When rotating the rotating body 13C in the forward and reverse directions as described above, if the motor 18 is directly rotated in the forward and reverse directions by the command signal from the forward and reverse command circuit 35, the tensile force of the spring 14a is too large. The current of the command signal is too thick (too large to drive the motor 18. Therefore, in this embodiment, the motor 18 is driven by applying the command signal from the forward/reverse command circuit 35 to the motor relay circuit 35', and Circuit R
The forward and reverse rotation of the motor 18 is controlled by exciting either LY, , or RLY2.

The above-mentioned forward rotation and reverse rotation commands are given as follows. First, the slip rate of the wheel rotation is determined from the signal from the wheel speed sensor, and when the slip rate exceeds a predetermined value, the throttle must be closed to suppress the wheel rotation below the predetermined slip rate. The microcomputer 32 calculates the direction in which the throttle should be operated, and as a result, a command signal in the direction to close the throttle is given to the motor 22.

Then, the main gear 21 is rapidly rotated to an angle corresponding to the target throttle opening. This angular position is detected by potentiometer 23. During this time, the control circuit 30 outputs a command signal based on the information from the wheel speed sensor and the TCS
When control is performed and the rotation of the motor 18 is transmitted to the rotating body 16 via the clutch 17, and the command signal is a forward rotation command signal, the TCS control connecting wire 12'' is pulled and the rotating body 13C is changes moment by moment in the direction of closing the throttle, which is opposite to opening the throttle by pressing the accelerator pedal 11.

Therefore, the switch 26 for setting the throttle target opening, which is fixed to the main gear 21, first reaches the angular position corresponding to the throttle target opening, and then the switch actuator 26', which is fixed to the rotating body 13C, moves between the two. In order to make the relative angle difference that has occurred zero, it rotates in the same direction and moves until it comes into contact with the switch 26.

A command to rotate the main gear 21 to the angular position corresponding to the target throttle opening is given to the motor 22 by the control circuit 300 and microcomputer 32 shown in FIG. 3, and the potentiometer 23 detects the angular position corresponding to the target opening. The rotation command continues to be output to the motor 22 until the switch 26 is reached.

Thereafter, the switch actuator 26' is delayed and advances to the angular position corresponding to the target opening of the switch 26 by rotating the motor 18 in the normal direction as described above, but this normal rotation command input 1 is also controlled by the microcontroller. The forward and reverse command circuit 35 in FIG. 4 is given by a command from the computer 32.
Of these, the normal rotation command power 11 is sent as the base current of the transistor Tr. For this reason, the transistor Tr
.

The operating current flows from the collector to the emitter, and the relay R
A current is amplified and supplied to LY, . Therefore, the magnetic force of the relay RLY closes the relay contacts in the direction in which the normal current flows from the battery terminal B to the motor 18, causing the motor 18 to rotate. The forward rotation of the motor 18 continues until the switch actuator 26' comes into contact with the switch 26, and when the switch 26 is closed, one terminal of this switch is grounded to GND, so that the motor 18 is connected to the transistor Tr1 through two diodes. The heath terminal of is also grounded,
The operating current of transistor Tr is cut off and relay RL
y, the relay contact to the battery 10B terminal is opened and the rotation of the motor 18 is stopped.

Furthermore, during normal rotation, the spring 1 is applied to the rotating body 13c at that position.
Torque T due to tension F14a of 4a, a, torque TrsO due to throttle return spring FrsO difference torque <T + aa - T r s) causes reverse rotation, and conversely, when reversing, the differential torque (Trs Tlaa) causes forward rotation and the switch 26 is opened again, the transistors Tr1 and Tr2 for driving each relay are opened again.
Since it becomes possible to flow a base current to the motor, the relays based on each rotation command are energized, a rotational current is flowed to the motor, and the motor rotates. As a result, the rotating body 13C is always maintained near the target position set by the switch 26.

The above operation is performed in exactly the same manner when the motor 18 rotates in reverse. Therefore, as is immediately clear from the above explanation,
In either case of forward rotation or reverse rotation, when a forward rotation command or a reverse rotation command is given from the microcomputer 32, the command is first sent to the motor relay circuit 35 via the forward/reverse rotation command circuit 35.
By energizing one of the two relays RLY, , RLY2, the relay contacts are made and the motor 18 is energized to start and stop forward and reverse rotation.

If the position of the limit switch 26 is controlled by the motor 22 in this manner, the load on the motor 22 is small, so characteristics such as high speed, low power consumption, and small load fluctuations are obtained, making highly accurate position control possible. Such high-precision position control has a certain limit when the motor 18 is directly controlled by a drive circuit, and cannot be controlled when the tensile force of the spring 14a becomes large. Accurate position control becomes possible.

The spring 25 is activated when the switch 26 hits the switch actuator 26' after the main gear 21 is rotated to the fully closed state in response to an instruction to fully close the throttle.
The limit switch 26 is provided to return the position of the limit switch 26 to its original position so that the limit switch 26 does not remain in the same state even in normal times when TCS control is not performed because the power supply to the limit switch 26 remains cut off. Further, although the origin positions of the main gear 21 and the potentiometer 23 can be determined using potentiometers, a switch 24 is provided to easily correct the origin.

〔effect〕

As explained in detail above, in this invention, a spring device and a TCS drive section are provided in the accelerator wire path, and the throttle opening degree is adjusted during acceleration by depressing the accelerator pedal to repeatedly accelerate and decelerate the engine within a short period of time. By doing so, TCS control of the throttle can be performed so that the tire friction force is always maximized. The TCS drive section is provided with a fourth rotating body, which is rotationally driven by a second motor to control the throttle target opening setting angle, and the second rotating body is rotated by the first motor to reach the control target position. Since the drive of the first motor is controlled by a relay circuit, TCS control is possible even if the drive current of the first motor is large, and in the event of a failure of the TCS drive section, the TCS is not provided. Therefore, it is possible to provide a throttle control device that can improve driving safety and maneuverability and ensure safe performance.

[Brief explanation of the drawing]

Fig. 1 is an overall schematic diagram of an embodiment of the throttle control device according to the present invention, Fig. 2 is a detailed enlarged view of three rotating bodies, a spring device, and a gear device, Fig. 2A is a schematic configuration diagram of a beam mitt switch, and Fig. 3 The figure is a block diagram of the control circuit 30, and FIG. 4 is a detailed circuit diagram of the motor drive circuit X. 10... Throttle control device, 11...
・Accelerator pedal, 12...Accelerator wire, 13a, 13b, 13C116-=...Rotating body, 14...
... Spring device, 15 ... Throttle shaft, 17 ... Clutch, 18 ...
Motor, 20...Gear device 21...
・Main gear, 22... Motor, 23... Potentiometer, 24... Switch, 25... Spring, 26... Limit switch, 26 '... Switch operator, 30... Control circuit, 32... Microcomputer, 35...
...Forward/reverse command circuit, 35'...Motor relay circuit. Patent applicant: Sumitomo Electric Industries, Ltd.

Claims (4)

[Claims] (1) A first rotating body that is rotatably provided around the throttle shaft and has an accelerator wire end connected to an appropriate position, a second rotating body that is fixed in parallel to the throttle shaft, and a 2 installed at appropriate positions facing each other
a spring device provided between the two fixed plates; a third rotating body connected to the other end of a connecting wire provided outside the accelerator wire system that connects the second rotating body; a clutch provided on the rotating shaft of this rotating body; A TCS drive unit consisting of a first motor for driving a third rotating body, a wheel speed based on information from a wheel speed sensor that detects the rotational state of the wheel, and a reference wheel determined from these wheel speeds according to a pre-programmed formula. an electronic control circuit that includes at least one relay circuit that is excited by the command signal and outputs a command signal to the actuator based on the calculation result and energizes and rotates the first motor; The TCS drive unit further includes a fourth rotating body that is rotatably provided around the throttle axis and facing the second rotating body, and a relative rotational position of both rotating bodies on the opposing surfaces of the two rotating bodies. A limit switch is provided at an appropriate position facing a switch that makes a switch when it reaches a fixed position, a second motor for driving the fourth rotary body, and a rotational position sensor that detects the rotation angle of the fourth rotary body. , the spring device energizes the relay circuit in response to a command signal from the electronic control circuit when the throttle is opened by an accelerator pedal, and is expandable and contractible in response to a motor driving force of more than a predetermined value obtained by energizing the first motor; The second motor is driven by another command signal to rotate the fourth rotating body and hold it at the control target position, and when the second rotating body reaches the position set by the limit switch, the excitation of the relay circuit is stopped and the fourth rotating body is rotated and held at the control target position. A throttle control device configured to cut off power to one motor. (2) The spring device is inserted in a state in which the spring is stretched by a predetermined length from its natural length, and when the spring is pulled by a second motor driving force of a predetermined value or more, the spring is expanded to adjust the length of the accelerator wire. Claim 1 characterized in that it is provided in
Throttle control device described in. (3) The fourth rotating body is a gear, and this gear is provided to be freely driven to high speed rotation by a second motor via a pinion, and the limit switch is fixed to the fourth rotating body and the switch actuator to the second rotating body. 2. The throttle control device according to claim 1, wherein the rotational position sensor includes a potentiometer. (4) providing a forward rotation/reverse rotation command circuit in the electronic control circuit;
The output of this command circuit drives the relay circuit to excite the relay contacts, thereby increasing the drive current to the first motor.
N and OFF are controlled, and a command signal is sent to the second motor to determine the control target position of the throttle in an electronic control circuit based on the angular position signal of the fourth rotary body from the potentiometer and drive the second motor to rotate by the required angle. and then rotate the fourth rotating body to the control target position and hold it at that position.
Thereafter, when the switch actuator of the second rotating body rotationally driven by the first motor contacts the switch of the fourth rotating body and reaches the control target position, the signal from this limit switch causes the output of the forward rotation/reverse rotation command circuit. Claim 3 characterized in that the excitation of the relay circuit is cut off by cutting.
Throttle control device described in.