THROTTLE VALVE CONTROLLING APPARATUS INCLUDING RELATIVE POSITION LIMITING MEANS FOR THROTTLE VALVES

Abstract: In a throttle valve controlling apparatus, there is provided a pair of first and second throttle valves. The first throttle valve is rotated by an electrically controlled actuator, whereas the second throttle valve is rotated by an accelerator pedal. A relative position limiting device is interposed between the electrically controlled actuator and a calculation/controlling unit. This calculation/controlling unit enables the electrically controlled actuator to be controlled by transferring a rotation command signal. When the calculation/controlling unit is brought into malfunction, the relative position limiting device interrupts supply of the rotation command signal from the calculation/controlling unit to the electrically controlled actuator, so that the first throttle valve is forcibly returned to its fully close position by means of a return spring.

Description: The invention refers to a throttle valve controlling apparatus for an automobile, as cited in the general clause of claim 1 (compare with JP-A-60 216 036). For controlling the flow of an air/fuel mixture to an engine of the automobile, this apparatus comprises a first throttle valve rotatable by the accelerator pedal of the automobile and a second throttle valve relatively rotatable to said first throttle valve by electrically controlled actuator means. In the case of a failure of calculation/controlling means controlling said actuator means, a clutch disposed between both valves is engaged, thus enabling the accelerator pedal to actuate both valves mechanically and avoiding the prevention of the safe cruise of the automobile by malfunction of the electronic control. In this case, however, the prolonged use of the automobile is possible without the electronic control of the air/fuel mixture, thus impairing the exhaust emission and fuel consumption characteristics of the automobile. A further throttle valve controlling apparatus is the subject matter of the post-published EP-A-0262883, said apparatus having two throttle valves which are, however, both electrically driven and electronically controlled. No spring is provided for resetting said electric drives. Another throttle valve controlling apparatus having two valves is shown in DE-A-1 555 113: one of these valves is mechanically controlled by the accelerator pedal, whereas the second valve is electrically driven and electronically controlled in such a way that it keeps constant a preselected cruise speed. However, no provision is made against the failure of the electronic control; a hand-operated switch for making the electronic control ineffective requires the failure-free operation of this control. In view of this prior art, it is an object of the invention to transform the first-mentioned known valve controlling apparatus in such a way that, if an electrically controlled actuator or/and calculation/controlling unit is brought into malfunction, the runaway of the vehicle can be prevented, and even during such malfunction the vehicle can be continuously driven (i.e., so-called "limp home" driving). That is, an object of the invention is to obtain a throttle valve controlling apparatus which can execute such a "limp home" drive of the vehicle. The object of the invention is realized by the characterizing features of the claim 1. The following claims refer to preferred embodiments. Brief Description of the Drawings The invention will be more readily understood on reading the following description with reference to the accompanying drawings, in which: Fig. 1 schematically shows a throttle valve controlling apparatus 100 according to a first preferred embodiment of the invention; Fig. 2 is a sectional view of the first and second throttle valves, taken along a line II-II of Fig. 1; Fig. 3 is a sectional view of the first and second contacts, taken along a line III-III of Fig. 1; Figs. 4A through 4D illustrate how the motor-sided contact and pedal-sided contact are operated; Fig. 5 is a graphic representation for explaining the relationship between the relative opening degree and accelerator pedal operating amount; Fig. 6 is a circuit diagram of a transistor switch of the relative position limiting means shown in Fig. 1; and Fig. 7 schematically illustrates the modified first and second contacts employed in the apparatus shown, in Fig. 1. Detailed Description of the Preferred Embodiments BASIC IDEA Before describing various preferred embodiments according to the invention, a basic idea of the invention will now be summarized. In the throttle valve controlling apparatus of the invention, first and second throttle valves are provided so as to be relatively rotatable. The first throttle valve is mechanically coupled to an accelerator pedal, thereby controlling this throttle valve. The second throttle valve is connected to an electrically controlled actuator, thereby controlling this throttle valve. The electrically controlled actuator is communicated to a calculation/controlling unit for calculating/controlling various kinds of driving information data of a vehicule through a device for limiting the relative position of the first and second throttle valves within a predetermined range. A flow rate (amount) of the intake air to the engine is controlled by changing the relative position between the first and second throttle valves, i.e., the relative opening degree or angle. Therefore, for instance, even when the second throttle valve coupled with the electrically controlled actuator is returned to the fully closed position, the intake air flow rate can be controlled by controlling only the first throttle valve, using an accelerator pedal. Thus, the driving of the vehicle can be continued under the "limp home" mode. According to the throttle valve controlling apparatus of the invention described above, during the normal condition, the relative opening degree between the first and second throttle valves is controlled on the basis of both one rotation position controlled by the electrically controlled actuator and the other rotation position controlled by the driving means (accelerator pedal). On the other hand, if the calculation/controlling unit is brought into malfunction and therefore the second throttle valve is driven by the electrically controlled actuator in such a direction as to extraordinarily open the controlled rotation position of the second throttle valve, when this rotation position is set to a predetermined position or more to the rotation position controlled by the accelerator pedal, the means for limiting the relative rotation position within a predetermined range is made operative. Thus, the operation of the second throttle valve by the electrically controlled actuator is stopped irrespective of an output signal of the calculation/controlling unit which would be supplied to the electrically controlled actuator, only the second throttle valve is controlled by the accelerator pedal, and thereby enabling the engine speed to be controlled under the limp home mode. CONSTRUCTION OF THROTTLE VALVE CONTROLLER Referring now to Figs. 1 to 3, a construction of a throttle valve controlling apparatus 100 accomplished based upon the above-described basic idea, according to one preferred embodiment of the invention, will now be described. Fig. 1 schematically illustrates the construction of the throttle valve controlling apparatus 100, Fig. 2 is a sectional view of the first and second throttle valves, taken along a line II-II of Fig. 1, and Fig. 3 is another sectional view of the first and second arms having the first and second contacts, taken along a line III-III of Fig. 1. The throttle valve controlling apparatus 100 and its peripheral arrangement are constructed by the following components. Reference numeral 1 denotes an air-intake pipe of an engine of an automobile (not shown). A throttle valve 2 has a cylindrical shaft portion 2a supported to the air-intake pipe 1 and is rotatably attached in the pipe 1. The second throttle valve 2 has also a cylindrical path 3 through which the sucked air to the engine passes. A first throttle valve 4 is coaxially employed with the second throttle valve 2 and constitutes a pair of throttle valves in conjunction with the second throttle valve 2. The first throttle valve 4 is a disk-like shape and opens and closes the cylindrical path 3 of the second throttle valve 2. A valve shaft 5 for the first throttle valve 4 is supported to the air-intake pipe 1 and penetrates through the cylindrical shaft portion 2a of the second throttle valve 2, and furthermore opens and closes the first throttle valve 4. An accelerator wire 8 is wound around a groove 7a of a segment-shaped disk 7 fixed to the valve shaft 5 by a bolt 6. The wire 8 is coupled with an accelerator pedal 9 through a pulley 32. A first coil-shaped return spring 10 is provided to apply tension to tie wire 8. One end 10a of the return spring 10 is fixed to a portion of the air-intake pipe 1 and the other end 10b thereof is fixed to the disk 7. The first throttle valve 4 is biased to the fully closed position (which will be explained hereinlater) by the first return spring 10. A second return spring 11 and also a stopper 12 for the accelerator pedal 9 are also provided. An electrically controlled actuator 13 comprises a DC drive motor 131, and a motor current controlling circuit 132 to supply a current to the DC motor 131. A rotary shaft 14 is coupled with a motor-sided gear 15. The second throttle valve 2 is rotated in a predetermined direction by the drive motor 131 through the motor-sided gear 15 meshed with a gear 2b coupled with the cylindrical shaft portion 2a of the second throttle valve 2 and through the rotary shaft 14. Reference numeral 16 denotes a third coil-shaped return spring. One end 16a of the return spring 16 is fixed to the air-intake pipe 1 and the other end 16b thereof is fixed to the gear 2b. The second throttle valve 2 is biased to the fully closed position by this third return spring 16. It should be noted that similarly in the first embodiment shown in Figs. 1 to 4, the second throttle valve 2 is controlled by the electrically controlled actuator 13 whereas the first throttle valve 4 is controlled by the accelerator pedal 9. Reference numeral 17 denotes a gear coupled with the valve shaft 5; 18 indicates an intermediate gear which is come into engagement with the gear 17 and is rotatably attached to a pin 19 fixed to the air-intake pipe 1; 20 is a pedal-sided gear which is rotatably attached to the rotary shaft 14 and is in engagement with the intermediate gear 18; 21 a first arm in which one end 21a is fixed to the pedal-sided gear 20 and the other end 21b is connected to a pedal-sided contact 22 (see Fig. 3); and 23 a second arm in which one end 23a is fixed to the motor-sided gear 15 and the other end 23b is connected to a motor-sided contact 24 (see Fig. 3). The pedal-sided contact 22 and motor-sided contact 24 of the first and second arms 21 and 23 are arranged so as to face each other (will be discussed in more detail later). RELATIVE POSITION LIMITING MEANS Reference numeral 25 denotes an electromagnetic relay which together with the contacts 22 and 24, constructs means 50 for checking and limiting the relative position between the motor-sided gear 15 and the pedal-sided gear 20. Reference numeral 26 denotes a power source for energizing the relay 25. When the pedal-sided contact 22 electrically touches the motor-sided contact 24, the electromagnetic relay 25 is made operative (opened), thereby stopping the supply of a rotation command signal "D" from a calculation/controlling unit 27 so as to control the electrically controlled actuator 13. The relative position checking and limiting means 50 according to the preferred embodiment comprises the contacts 22 and 24, electromagnetic relay 25, and energizing power source 26. That is, when the actuator 13 and/or calculation/controlling unit 27 fails, the contacts 22 and 24 are electrically connected, thereby opening normally-closed contacts 25a and 25b of the relay 25. Thus, the rotation command signal D is not supplied from the calculation/controlling unit 27 to the actuator 13. Consequently, the operation of the actuator 13 is interrupted. The second throttle valve 2 is forcibly returned to the fully closed position from the present operative position by the spring force of the third return spring 16. At the fully closed position of the second throttle valve 2, the intake air, amount suddenly decreases. However, since the first throttle valve 4 can be independently controlled by the accelerator pedal 9 though the operation of the second throttle valve 2 is still stopped, the vehicle can be continously driven under the "limp home " drive mode. The calculation/controlling unit 27 receives: an output signal "RA" of a rotation angle sensor 28 to detect a rotation angle of the motor-sided gear 15, i.e., the signal representative of the rotation angle of the second throttle valve 2; an output signal (i.e., accelerator pedal operating amount signal) "AC" of an acceleration sensor 29 to detect an operating amount of the accelerator pedal 9 which is operated by the car driver: and output signals "N", "T", and "B" of drive condition sensors 30 to detect the operating conditions (for instance, a rotation speed "N" and a gear-changing timing "T" of an automatic change gear) of the engine and the operating condition (e.g., a braking operation "B") of the vehicle. The calculation/controlling unit 27 executes the predetermined calculating processes in response to those input data and controls the DC drive motor 131 through the motor current controlling circuit 132. In this case, since the contacts 25a and 25b of the relay 25 as a part of the relative position limiting means 50 are normally closed, the rotation command signal D from the calculation/controlling unit 27 is supplied to the motor current controller 132 of the actuator 13. Thus, the second throttle valve 2 can be controlled. NORMAL OPERATION OF THROTTLE VALVE CONTROLLER The normal operation of a throttle valve controlling apparatus 100 shown in Fig. 1 in the preferred embodiment will now be described with reference to Figs. 1 to 3. First, since the throttle valve controlling apparatus 100 executes the normal operation, the pedal-sided contact 21b of the first arm 21 fixed to the pedal-sided gear 20 does not electrically make in contact with the motor-sided contact 23b of the second arm 23 fixed to the motor-sided gear 15. Therefore, the contact 25a of the relay 25 for limiting the relative position is being closed. Thus, the rotation of the second throttle valve 2 is completely controlled by the actuator 13. Under these conditions, the rotational driving force of the DC drive motor 131 is transferred from the gear 2b to the cylindrical shaft portion 2a through the motor-sided gear 15, thereby rotating the second throttle valve 2 against the spring force of the third return spring 16. On the other hand, the first throttle valve 4 is opened or closed through the accelerator wire 8, pulley 32, disk 7, and valve shaft 5 in accordance with the operating amount of the accelerator pedal 9 by a car driver. When an actual relative rotation angle "ϑ R " between the first and second throttle valves 4 and 2 shown in Fig. 2 increases, the area of the air passage in the cylindrical path 3 becomes narrow, so that the flow rate of the air which is sucked into the engine decreases. For the throttle valve apparatus (i.e., a pair of first and second throttle valves 4 and 2) which operates in this manner, the calculation/controlling unit 27 calculates a target valve rotation angle "ϑ T " of the second throttle valve 2 from the various info±mation (e.g., the accelerator pedal operating amount "AC" and rotational speed signal "N") of the acceleration sensor 29 and sensors 30. Then, the calculation/controlling unit 27 outputs the rotation command signal D through the contact 25b of the relay 25 to the actuator 13 so that the difference between the calculated target valve rotation angle ϑ T and the actual rotation angle ϑ R which is derived from the output signal RA of the rotation angle sensor 28 becomes zero. The above operation will now be described more in detail hereinbelow. When the rotation command signal D generated on the basis of the target valve rotation angle ϑ T of the second throttle valve 2 which had been calculated by the calculation/controlling unit 27 is supplied to the motor current controlling circuit 132, the second throttle valve 2 is rotated by the motor 131 in the direction indicated by an arrow 34 in Fig. 2. The actual rotation angle of the valve 2 at this time can be acquired by continuously monitoring the output signal RA of the rotation angle sensor 28 in the calculation/controlling unit 27. In this manner, the rotation angle of the second throttle valve 2 is calculated on the basis of the output signal RA by the unit 27. The rotation command signal D is supplied from the unit 27 to the motor current controlling circuit 132 in such a manner that the difference between the actual rotation angle of the second throttle valve 2 obtained in this manner and the target valve rotation angle ϑ T becomes zero. In other words, a feedback path for controlling the rotation of the second throttle valve 2 is formed by the calculation/controlling unit 27, motor current controlling circuit 132, DC drive motor 131, and rotation angle sensor 28. It should be noted that in the normal operating state, as shown in Fig. 3, the target valve rotation angle of the second throttle valve 2 is determined such that the pedal-sided contact 22 is not in contact with the motor-sided contact 24. MALFUNCTION OF ELECTRICALLY CONTROLLED ACTUATOR When the DC drive motor 131 or motor current controlling circuit 132 of the electrically controlled actuator 13 shown in Fig. 1 is brought into malfunction and the rotating operation of the motor-sided gear 15 corresponding to the rotation command signal D of the calculation/controlling unit 27 becomes abnormal, that is, when the output signal RA of the rotation angle sensor 28 becomes abnormal, in response to this abnormal signal, the unit 27 soon supplies an abnormality stop signal to the actuator 13 to thereby interrupt the operation of the actuator 13. Thus, the second throttle valve 2 is forcibly returned to the fully closed position by the third return spring 16, that is, in the direction so as to increase the actual relative rotation angle ϑ R shown in Fig. 2. Thereafter, the actual relative rotation angle ϑ R is controlled by only the first throttle valve 4 which is mechanically coupled with the accelerator pedal 9 and operated thereby and the driving of the vehicle is continued. According to the embodiment, there is a feature such that even if the actuator 13 fails as mentioned above, the runaway of the vehicle can be prevented and the driving of the vehicle called as a limp home drive can be certainly continued. MALFUNCTION OF CALCULATION/CONTROLLING UNIT As a major feature of the invention, counter-measures of the throttle valve controlling apparatus 100 for a failure of the calculation/controlling unit 27 will now be described in detail hereinbelow. When the calculation/controlling unit 27 is brought into malfunction or fails due to interference radio waves or the like, and then the unit 27 generates the rotation command signal D by which the second throttle valve 2 is extraordinarily opened in the direction indicated by the arrow 34 in Fig. 3, the motor-sided gear 15 is abnormally rotated, so that the relative position with respect to the pedal-sided gear 20 changes and the motor-sided contact 24 touches the pedal-sided contact 22 (which will be explained in detail later). Therefore, the relay 25 operates to interrupt the supply of the rotation command signal D from the unit 27 which is electrically controlling the actuator 13. Thus, the rotation controlling operation of the second throttle valve 2 by the actuator 13 is interupted and the second throttle valve 2 is forcibly returned to the fully closed position by the third return spring 16. That is, the second throttle valve 2 cannot be opened to the rotational position at which the contacts 22 and 24 touch with each other. When the accelerator pedal 9 is returned, the pedal-sided contact 22 is also rotated in the direction so as to close the first throttle valve 4, so that the position at which the contacts 22 and 24 are in contact with each other, is also rotated and moved in the direction so as to close the second throttle valve 2. RELATIVE ROTATIONS OF CONTACTS 23 AND 24 The relative rotation of the motor-sided contact 24 and pedal-sided contact 23 will now be described in detail hereinbelow. First, Fig. 4A illustrate a first condition in which the first and second throttle valves 4 and 2 are set to the fully closed positions. In this state, the motor-sided contact 24 of the second arm 23 fixed to the gear 15 on the side of the motor 131 of the actuator 13 and the pedal-sided contact 22 of the first arm 21 mounted to the gear 20 on the side of the accelerator pedal 9 are separated away from each other at a predetermined angle "α". Thus, the abnormally-closed type contacts 25a and 25b of the relay 25 as a part of the relative position limitinq means 50 for the first and second throttle valves 4 and 2 are closed. This is because the calculation/controlling unit 27 is in the normal operation. Secondly, Fig. 4B shows a second condition under which only the first throttle valve 4 coupled with the accelerator pedal 9 is moved to the fully opened position. In this state, the pedal-sided contact 22 is positioned apart from the motor-sided contact 24 at an angle β, which is considerably larger than the angle α in Fig. 4A. Further, Fig. 4C shows a third condition in which both of the first and second throttle valves 4 and 2 are moved to the fully opened positions. Even in this state, the pedal-sided contact 22 and motor-sided contacts 24 are still separated from each other with maintaining a predetermined minimum separating angle α. The foregoing contacting conditions shown in Figs. 4A to 4C relate to the case where the calculation/controlling unit 27 is operated under the normal condition. States of the contacts 22 and 24 when the calculation/controlling unit 27 is brought into malfunction will now be described in detail. First, as shown in Fig. 4B in the state in which only the first throttle valve 4 coupled with the accelerator pedal 9 is fully open, if the unit 27 is brought into malfunction due to the reception of interference radio waves, the following operations are executed. That is, the rotation command signal D which is supplied from the unit 27 to the actuator 13 becomes abnormal, so that the motor 131 abnormally rotates and the motor-sided gear 15 connected to the rotary shaft 14 abnormally rotates. Consequently, the motor-sided contact 24 rotates in the direction of the arrow 36 and electrically touches the pedal-sided contact 22 which has already stopped at the fully opened position (see Fig. 4D). Therefore, the energizing coil 25c of the relay 25 is energized by the energizing power source 26 through the electrically connected contacts 22 and 24. As a result, the normally-closed type contacts 25a and 25b of the relay 25 are opened, so that the rotation command signal D generated from the unit 27 cannot be supplied via this relay's contacts 25a and 25b to the motor current controlling circuit 132 of the actuator 13. Since the rotational force of the motor 131 is not applied via the gears 15, 26 to the second throttle valve 2 any more, the valve 2 is forcibly returned to the fully closed position by the third return spring 16. That is, the state of Fig. 4B is again established. In this case, since the rotation of the first throttle valve 4 coupled with the accelerator pedal 9 can be controlled independently of the stop motion of the second throttle valve 2, the driving of the vehicle itself can be continued. This driving state is referred to as the limp home drive mentioned above. In this embodiment as well, since the second throttle valve 2 is forcibly returned to the fully closed position under the abnormal condition, there is a feature such that the risk of the runaway of the vehicle can be avoided. On the other hand, when the car driver operates the accelerator pedal 9, not only the first throttle valve 4 but also the second throttle valve 2 are operated, thereby realizing the relative opening degree control according to the operating amount of the pedal 9. In other words, the operating amount of the pedal 9 is converted into an accelerator pedal operating amount signal AC by the acceleration sensor 29. This signal AC is supplied to the calculation/controlling unit 27, by which the rotation angle RA of the second throttle valve 2 is determined in correspondence to the pedal operating amount. In this case, this rotation angle is obviously decided in consideration of the relative rotation angle between the rotation angles of the second and first throttle valves 2 and 4. Consequently, the rotation command signal D for the second throttle valve 2 is finally generated by the unit 27 based upon not only the rotation angle of the second throttle valve 2 but also other sensor data and the actuator 13 controls the rotation of the second throttle valve 2 on the basis of the signal D. Fig. 5 is a graphic representation of the characteristic relationship among the control ranges of the first and second throttle valves 2 and 4 and the relative opening degree when the motor abnormally rotates as described above. In Fig. 5, the ordinate denotes a relative opening degree between the first and second throttle valves 2 and 4 whereas the abscissa indicates an operating amount of the accelerator pedal 9. As will be obvious from these characteristic representations, the motor-sided gear 15 (motor-sided contact 24) is constructed such that it cannot be rotated at an angle more than the maximum rotation angle of the pedal-sided gear 20. In other words, during such malfunction of the calculation/controlling unit 27, the motor-sided contact 24 never exceed over the pedal-sided contact 22, as viewed in the rotation direction indicated by the arrow 36 of Fig. 4D. On the other hand, the minimum separating angle α between the contacts 22 and 24 is specified on the basis of the relative opening degree characteristics when the motor abnormally rotates and the control range of the first throttle valve 2. MODIFICATIONS OF RELATIVE POSITION LIMITING MEANS Another embodiment of the relative position limiting means 50 as one of the major features of the throttle valve controlling apparatus 100 of the invention will now be described with reference to Figs. 6 and 7. First, Fig. 6 shows a transistor switch 40 constructing a part of the relative position limiting means 50 for the first and second throttle valves 4 and 2. The transistor switch 40 corresponds to the electromagnetic relay 25 shown in Fig. 1. The switch 40 comprises an NPN transistor 42, a base resistor R43, and a base-collector resistor R44. One end of the base resistor R43 is grounded. A junction 45 between the other end of the base resistor R43 and one end of the base-collector R44 is connected to the pedal-sided contact 22 (see Fig. 3). One end of the base resistor R43 is connected to the motor-sided contact 24 (see Fig. 3). Since the circuit itself of the transistor switch 40 is a well-known switching circuit, a simple description will now be useful. First, the semi-fixed type variable resistor R43 is properly adjusted and a bias current I B flows from the calculation/controlling unit 27 to the ground through the base-collector resistor R44 and variable resistor R43, so that a proper base-bias voltage is applied to the NPN transistor 42. Therefore, the NPN transistor 42 is turned ON under the normal operating state and the rotation command signal D can be supplied from the unit 27 to the motor current controlling circuit 132 through a collector-emitter path of the transistor 42. Next, when the unit 27 is brought into malfunction as mentioned above, the motor-sided contact 24 electrically touches the pedal-sided contact 22 to thereby short-circuit the base resistor R43 and enable the base of the NPN transistor 42 to be grounded. Thus, the transistor 42 is turned OFF and the supply of the rotation command signal D is interrupted from the unit 27 to the actuator 13. Next, Fig. 7 shows a modification of the pedal-sided and motor-sided contacts. In this example, in place of the mechanical contacts, a reed switch 46 and a permanent magnet 48 are respectively fixed to the second and first arms 21 and 23. On the other hand, according to the throttle valve controlling apparatus of the invention, the invention is not limited to only the foregoing embodiments but many modifications and variations are obviously possible. For instance, in the preferred embodiment shown in Fig. 1, the second throttle valve 2 has been controlled by the electrically controlled actuator 13 whereas the first throttle valve 4 has been controlled by the accelerator pedal 9. Conversely, the first and second valves 4 and 2 can be also controlled by the pedal 9 and actuator 13 respectively. In this case, it is necessary to set such that the motor-sided contact does not overrun the pedal-sided contact as viewed in its rotating direction. On the other hand, in the foregoing embodiments, the target valve rotation angle ϑ T of the second throttle valve 2 has been calculated by tie calculation/controlling unit 27 on the basis of the output signals from the acceleration sensor 29 and drive condition sensors 30. Alternatively, the rotation command signal may be also derived by calculating the target valve rotation angle ϑ T on the basis of only the accelerator pedal operating amount signal from the acceleration sensor 29. As described above, according to the present invention, the rotational position of one throttle valve device controlled by the electrically controlled actuator with respect to the rotational position of the other throttle valve device controlled by the mechanical driving means (accelerator pedal) has been limited within a predetermined range. Therefore, even if the electrically controlled actuator or calculation/controlling unit becomes malfunction, the runaway of the vehicle itself can be prevented. The safety on driving a vehicle is high. Moreover, even after such an abnormal state occurred, the driving of the vehicle can be still continued.

Claims: 1. A throttle valve controlling apparatus for an automobile comprising: throttle valve means including a first throttle valve (4) an a second throttle valve (2) relatively rotatble to said first throttle valve (4), for controlling a flow of an air/fuel mixture to an engine of the automobile; rotating means (7, 8) mechanically coupled to an accelerator pedal (9), for relatively rotating said first throttle valve (4) with respect to said second throttle valve (2); first return spring means (10) for biasing said first throttle valve (4) so as to set the same to a first closed position of said first throttle valve (4) when said accelerator pedal (9) is released; rotation angle sensor means (28) for sensing an actual rotation angle (ϑ R ) of said second throttle valve (2) to output a rotation angle signal (RA); calculation/controlling means (27) for producing a rotation command signal (D) representative of a target rotation angle (ϑ T ) for said second throttle valve (2), determinded by operation of said accelerator pedal (9); electrically controlled actuator means (13) for relatively rotating said second throttle valve (2) with respect to said first throttle valve (4) in response to said rotation command signal (D) derived from said calculation/controlling means (27) in such a manner that deviation between said target rotation angle (ϑ T ) and actual rotation angle (ϑ R ) becomes zero; and second return spring means (16) for biasing said closed position of said second throttle valve (2); characterized by relative position checking and limiting means (50) interposed between said electrically controlled actuator means (13) and said calculation/controlling means (27), for limiting a relative position between said first and second throttle valves (4, 2) within a predetermined rotation range in such a manner that when malfunction of said calculation/controlling means (27) is detected by checking said relative position in said relative position checking and limiting means (50), supply of said rotation command signal (D) from said calculation/controlling means (27) via said relative position checking and limiting means (50) to said electrically controlled actuator means (13) is interrupted. 2. A throttle valve controlling apparatus as claimed in claim 1, further comprising: engine condition/drive condition sensor means (30) for detecting conditions of the engine and also the automobile's drive to produce an engine condition detecting signal (N) and a drive condition detecting signal (T, B), whereby said target rotation angle (ϑ T ) for said second throttle valve (2) is determined by said operation of the accelerator pedal (9) in conjunction with said engine condition detecting signal (N) and said drive condition detecting signal (T, B). 3. A throttle valve controlling apparatus as claimed in claim 1, wherein said electrically controlled actuator means (13) includes a DC (direct current) motor (131); and a motor current controlling circuit (132) for controlling motor current of said DC motor (131) in response to said rotation command signal (D). 4. A throttle valve controlling apparatus as claimed in claim 1, wherein said second throttle valve (2) is rotatably stored within an air-intake tube (1) of the engine and has a cylindrical path (3) formed therein for passing the air/fuel mixture to the engine, and said first throttle valve (4) is a disk shape and coaxially provided within said cylindrical path (3) of said second throttle valve (2) so as to control a flow quantity of said air/fuel mixture in conjunction with said second throttle valve (2). 5. A throttle valve controlling apparatus as claimed in claim 4, wherein said second throttle valve (2) further includes a cylindrical axial part (2a) supported by said air-intake tube (1) and coupled to a first gear (2b), and said second return spring means is a coil shaped spring (16) one end of which is fixed on said air-intake tube (1) and the other end of which is fixed on said first gear (2b), said first gear (2b) being meshed with a second gear (15) so as to be coupled with said DC motor (131); a valve shaft (5) is integrally formed with said first throttle valve (4) with penetrating through said second throttle valve (2), one end of said valve shaft (5) being connected to a third gear (17) and the other end thereof being biased by said first return spring means (10); and a fourth gear (20) is meshed via an intermediate gear (18) with said third gear (17), whereby said fourth gear (20) is rotated in cooperation with said first throttle valve (4) by said accelerator pedal (9). 6. A throttle valve controlling apparatus as claimed in claim 5, further comprising: a first arm (21) one end of which is connected to said fourth gear (20), whereby said first arm (21) is rotated while said first throttle valve (4) is rotated; a second arm (23) one end of which is connected to said second gear (15), whereby said second arm (23) is rotated while said second throttle valve (2) is rotated; a first contact (22) connected to the other end of said first arm (21); and a second contact (24) connected to the other end of said second arm (23), whereby said first contact (22) is electrically in contact with said second contact (24) when said calculation/controlling means (27) is brought into malfunction. 7. A throttle valve controlling apparatus as claimed in claim 6, wherein said rotation position checking and limiting means (50) is an electromagnetic relay (25) having normally-closed contacts (25a, 25b) interposed between said calculation/controlling means (27) and electrically controlled actuator means (13), and a relay coil (25c) connected via an energizing DC source (26) to said first and second contacts (22, 24). 8. A throttle valve controlling apparatus as claimed in claim 6, wherein said rotation position checking and limiting means (50) is a transistor switch (40) having an NPN transistor (42), a collector-to-base resistor (R44), and a base resistor (R43) one end of which is grounded; a collector-to-emitter current path of said NPN transistor (42) is interposed between said calculation/controlling means (27) and said electrically controlled actuator means (13); both ends of said base resistor (R43) are connected to said first and second contacts (22, 24) respectively, whereby when said first contact (22) is electrically in contact with said second contact (24), during malfunction of said calculation/controlling means (27), a base of said NPN transistor (42) is grounded, thereby interrupting said collector-to-emitter current path thereof. 9. A throttle valve controlling apparatus as claimed in claim 5, further comprising: a first arm (23) one end of which is connected to said fourth gear (20), whereby said first arm (23) is rotated while said first throttle valve (4) is rotated; a second arm (21) one end of which is connected to said second gear (15), whereby said second arm (21) is rotated while said second throttle valve (2) is rotated; a reed switch (46) mounted on the other end of said first arm (23); and a permanent magnet (48) mounted on the other end of said second arm (21), whereby said reed switch (46) is magnetically turned on in conjunction with said permanent magnet (48) when said calculation/controlling means (27) is brought into malfunction.

Inventors: ASAYAMA, YOSHIAKI, UEYAMA, YOSHIJI
Applicants: MITSUBISHI DENKI KABUSHIKI KAISHA
Application year: 1988
Main classification: F02D11
IPC codes: F02D11, F02D41, F02D9