JPH02207148A - Throttle valve device - Google Patents

Abstract

PURPOSE:To perform the traction control and cruise control with simple control by providing two suction passages communicated to each other via a communicating passage and providing throttle valves and shutter valves across the suction passages. CONSTITUTION:The first and second suction passages 3 and 4 communicated to each other via a communicating passage 5 are provided in a throttle body 2, the first throttle valve 6 on the upstream side and the first shutter valve 7 on the downstream side are arranged across the communicating passage 5 in the first suction passage 3, and the second shutter valve 8 on the upstream side and the second throttle valve 9 on the downstream side are arranged across the communicating passage 5 in the second suction passage 4. The first throttle valve 6 is opened or closed by the operation of an accelerator pedal 11 via a wire and a throttle link 10, and the other valves 7-9 are opened or closed by actuators 12-14. The actuators 12-14 close both shutter valves 7 and 8 with a control circuit 18 at the time of traction control and adjust the second throttle valve 9 at the preset opening.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a throttle valve device that controls the intake air amount of an engine.

(Prior art) In recent years, with the development of electronic control of engines, various throttle valve devices have been proposed that adjust the intake air amount of the engine by driving the throttle valve with an actuator and controlling the opening and closing with a control computer. . Many such throttle valve devices have been proposed that have a fail-safe mechanism that allows the vehicle to remain in a safe state even if the actuator becomes inoperable.

For example, in the device described in Japanese Utility Model Application Publication No. 61-123844, in addition to a main intake cylinder equipped with a main throttle valve driven by an actuator, a sub-throttle valve is equipped with a sub-throttle valve mechanically driven by an accelerator pedal. In addition to providing an intake cylinder, a shutter is provided to switch the main or sub-intake cylinder to open and close.Usually, the sub-intake cylinder is closed by the shutter, the main intake cylinder is opened, the intake air amount is adjusted with the main throttle valve, and the main throttle valve is opened. When a driving actuator becomes inoperable, the shutter closes the main intake cylinder, opens the sub-intake cavity, and adjusts the amount of intake air with the sub-throttle valve.
This makes it possible to safely stop or drive the vehicle even when the actuator is inoperable.

(Problem to be solved by the invention) Recently, vehicles equipped with such electronically controlled engines have traction control that suppresses the slippage of the drive wheels, and controls that maintain the set speed when the driver releases the accelerator pedal. There is a strong demand for various controls such as cruise control that allow the vehicle to run smoothly. However, in the conventional example, although it is possible to perform various types of control as described above, the control becomes very complicated.
Furthermore, since a control logic for detecting an abnormality in the throttle valve opening degree during the various types of control is required, the control becomes excessively complicated and is not practical. Furthermore, in the conventional example, the computer determines whether there is an abnormality in the main throttle valve due to an inoperable actuator, etc., and then drives the shutter, so if an abnormality occurs in the computer, there is a risk that the shutter will not be able to switch. , it is also unreliable from a fail-safe standpoint.

Therefore, the present invention facilitates traction control and cruise control.

This paper attempts to propose a throttle valve device with a high fail-safe function.

(Means for Solving the Problems) In order to solve the above problems, the present invention is configured as follows. That is, first and second intake passages communicate with each other through a communication passage, and the first intake passage is disposed on either the upstream side or the downstream side of the communication passage in the first intake passage,
a first throttle valve that is mechanically connected to an accelerator pedal and opens and closes according to the amount of depression of the accelerator pedal; and a position in the first intake passage that faces the first throttle valve across the communication passage. a first shutter valve disposed on the same side of the communication passage in the second intake passage as the first shutter valve and driven to open and close by an actuator; a second throttle valve disposed in the second intake passage at a position facing the second throttle valve across the communication passage, and a second throttle valve that is driven to open and close by an actuator.
a shutter valve; and control means for controlling the opening and closing of the first and second shutter valves and the second throttle valve, respectively, and the control means controls the first and second shutter valves during normal running. the first and second shutter valves are fully closed during traction control, and the second throttle valve is controlled to the opening degree instructed by the traction control means. Further, during cruise control, the first shutter valve is fully closed, the second shutter valve is fully open, and the second throttle valve is controlled to the opening degree instructed by the cruise control means, and the first and second shutter valves are controlled to the opening degree instructed by the cruise control means. The second shutter valve and the second throttle valve are each provided with valve opening detection means for detecting the actual valve opening, and the control means uses the output from each of the valve opening detection means to detect the actual valve opening. It is determined whether each valve is inoperable or not, and if it is determined that the first shutter valve is inoperable, the second shutter valve is fully opened and the second throttle valve is fully open. , if it is determined that the second shutter valve is inoperable, the first shutter valve is fully closed and the second shutter valve is fully closed.
control the throttle valve to the same valve opening degree as the first throttle valve, and if it is determined that the second throttle valve is inoperable, fully open the first shutter valve and fully open the second shutter valve.
The shutter valve of the first and second shutter valves is controlled to be fully open.
The shutter valve and the second throttle valve are each biased by a return spring so as to be fully closed when the actuator that is the drive source stops supplying electricity, and the power supply circuit to each of the actuators is activated when the brake pedal is turned off. It is equipped with a switch means that turns off when stepped on.

(effect) In the present invention as described above, for example, FIG. 5a.

As shown in b, c, and d, a first throttle valve 6. A first shutter valve 7 is arranged on the downstream side (right side in the figure), and a second shutter valve 7 is arranged on the downstream side (right side in the figure).
A second shutter valve 8 is provided on the upstream side of the communication passage 5 of the intake passage 4.
．． A case where the second throttle valve 9 is arranged on the downstream side will be explained.

During normal running, both shutter valves 7
, 8 are fully closed and the second throttle valve 9 is fully open, an amount of air determined by the opening degree of the first throttle valve 6, which is mechanically opened and closed by the driver, flows through the communication passage and the second throttle valve 9. The fuel is drawn into the engine (not shown) through the throttle valve 9 of No. 2.

During traction control, as shown in FIG. 5, the second throttle valve 9 is controlled to the opening degree determined by the control means from the normal running state, so that the second throttle valve 9 is controlled to the opening degree determined by the control means, so that the second throttle valve 9 is moved along the same route as during the normal running. An amount of air determined by the smaller opening degree of the first throttle valve 6 and the second throttle valve 9 is taken into the engine. As shown in FIG. 5C, during cruise control 1 to roll, even if the first throttle valve 6 is fully open when the driver releases the accelerator pedal, the first shutter valve 7 is fully closed and the first shutter valve 7 is fully closed. Since the second shutter valve 8 is fully open and the second throttle valve 9 is controlled to the opening determined by the control means, air is supplied to the engine through the second intake passage 4 depending on the opening of the second throttle valve 9. A fixed amount of air is inhaled. Also number 1. In the event that either the second shutter valves 7, 8 or the second throttle valve 9 becomes inoperable due to a failure of the actuator that drives each, and the first shutter valve 7 becomes inoperable. , the second shutter valve 8 is fully open and the second throttle valve 9 is fully open.
is controlled to be fully open, so that an amount of air determined by the opening degree of the first throttle valve 6 flows into the second throttle valve 9 or the first throttle valve 6.
is taken into the engine through the shutter valve 7 and the second throttle valve 9. Further, when the second shutter valve 8 becomes inoperable, the first shutter valve 7 is fully opened and the second shutter valve 7 is fully opened.
Since the throttle valve 9 is controlled to have the same opening degree as the first throttle valve 6, the opening of
A second throttle valve 9 with the same opening degree as the throttle valve 6 of
If the amount of air finally determined by , the second shutter valve 8 is controlled to be fully open, so the first
An amount of air determined by the opening degree of the throttle valve 6 is taken into the engine through the first shutter valve 7 or the first shutter valve 7 and the second throttle valve 9. moreover,
When the driver's force τ is pressed on the brake pedal, the switching means causes the first. The power supply to the drive actuators of the second shutter valves 7, 8 and the second throttle valve 9 is stopped, and each of the valves 7, 8.9 is fully opened by a return spring when the power supply to each actuator is stopped. Therefore, even if the valve opening cannot be controlled due to an abnormality in the control means, the intake air to the engine can be shut off by the driver's pedal operation.

(Embodiment) FIG. 1 is a diagram showing the configuration of an embodiment of the present invention. 1st
In the figure, a throttle body 2 connected to the intake side of an engine 1 has first and second intake passages 3 and 4 arranged in parallel therein through which intake air of the engine 1 passes. 4 communicate with each other through a communication passage 5. Inside the first intake passage 3, on the upstream side (on the left side in FIG. 1) with the communication passage 5 in between, there is a first throttle valve 6. A first shutter valve 7 is disposed on the downstream side (right side in FIG. 1), and a second shutter valve 7 is disposed in the second intake passage 4 on the upstream side with a communication passage 5 in between.
shutter valve 8. The second throttle valve 9 is arranged downstream. Answers 6, 7, 8゜9 are for each of the above intake passages 3,
The first throttle valve 6 has a throttle link 10 fixed to a shaft that pivotally supports the valve, and is mechanically connected to an accelerator pedal 11 by a linkage or a wire. By being connected.

It can be opened or closed from fully open to fully open by the driver's accelerator operation. The other valves 7, 8, 9 are driven to open and close by connecting the drive shafts of actuators 12, 13 and 14 to the shafts supporting the answering valves, respectively.

Further, position sensors 15, 16, and 17 are provided to detect the opening degrees of the valves 7, 8, and 9, respectively. The control circuit 18 has a CPU 19 as its center and a ROM 20 . RAM21
It is a computer consisting of input/output devices, etc. C.P.
U19 includes position sensors 15, 16, 17 that detect the opening degrees of the first and second shutter valves 7, 8 and the second throttle valve 9, respectively, and a wheel speed sensor 22 that detects the rotational speed of each wheel. and an accelerator position sensor 23 that detects the amount of depression of the accelerator pedal 11 are inputted via an A/D converter 24, and the output of a cruise control switch 25 is also inputted. Then, the CPU 19 performs calculations based on the various sensor outputs according to the control program stored in the ROM 20. The valve opening degrees of the second shutter valves 7, 8 and the second throttle valve 9 are determined and the answer is 7°8.
Actuator drive circuit corresponding to 9 26° 27.28
Instruct the valve opening degree respectively. Each actuator drive circuit 26, 27, 28 is connected to the
Each actuator 12, 13, 14 is driven so as to achieve the valve opening degree instructed by 9.

Next, the operation of this embodiment will be explained using the flowcharts shown in FIGS. 2 and 3. In this embodiment, first, the throttle control mode is determined according to the flowchart shown in FIG. In FIG. 2, steps 101 to 109 are abnormality determinations of the first and second shutter valves 7 and 8 and the second throttle valve 9, and step 10
In step 102, the deviation Eθ7 between the actual opening obtained from the sensor output of the position sensor 12 of the first shutter valve 7 and the target opening calculated in the CPUIQ is calculated, and in step 102, the deviation EO7 is set to a predetermined value. It is determined whether the value is 017 or more. In step 102, the deviation Eθ7 is set to a predetermined value θf.
If it is determined that the first shutter valve 7 is abnormal, the process proceeds to step 103 where the flag fai17 indicating the abnormality of the valve 7 is turned on, and then step 117
Then, in step 118, the traction control execution flag trc and the cruise control execution flag ccsII+ are turned off, respectively, and the throttle control mode determination process ends. Further, in step 102, the deviation Eθ7 is set to a predetermined value θf.
If it is determined that the value is less than 7, it is determined that the first shutter valve 7 is normal and the process proceeds to step 104. Step 1 below
Similarly, in steps 04 to 109, the deviation between the actual opening degree and the target opening degree is calculated for the second shutter valve 8 and the second throttle valve 9, and it is determined whether or not an abnormality has occurred based on this deviation. are sequentially determined, and if an abnormality has occurred in the second shutter valve 8, a flag fai1 is set in step 106.
8 is turned on, and if an abnormality has occurred in the second throttle valve 9, the flag fai19 is turned on in step 109, and then the flags trc and Ce8W are turned off in steps 117 and 118, respectively, to determine the throttle control mode. end. Further, if no abnormality in the answer is determined in each of the above steps, steps 108 to 11
0, and in step 110 the slip ratio 5Lip of the driving wheels is calculated based on the output from the wheel speed sensor 22, and then in step 111 it is determined whether the slip ratio 5lip is equal to or greater than a predetermined value Sφ. do. Step 1
11, if the slip ratio 5Lip is greater than the predetermined value Sφ,
Proceeding to step 112, the traction control execution flag trc is turned on to enter traction control, and the throttle control mode determination process is ended. Also step 1
11, if the slip ratio 5Lip is less than the predetermined value Sφ,
Proceed to step 113 and set the traction control execution flag t.
After turning rc off, the process proceeds to step 114. In step 114, the cruise control switch 25 is turned on.
If it is ON, proceed to step 115 and set the cruise control flag ccsw.
If it is OFF, the process proceeds to step 116, where the cruise control flag ccsw is turned OFF, and the throttle control mode determination process ends.

Next, the process proceeds to the process shown in FIG. 3, and first, in step 119, the flag fai17 indicating an abnormality in the first shutter valve 7 is turned on.
If it is ON, the process proceeds to steps 120 and 121 and instructs the actuator drive circuits 27 and 28 to fully open the second shutter valve 8 and fully open the second throttle valve 9. The process shown in FIG. 3 is then completed. In this way, the second shutter valve 8 and the second throttle valve 9 are driven by the signals from the actuator drive circuits 27 and 28, and the actuators 13 and 14 are driven to be fully open and fully open, respectively. Regardless of the opening degree, an amount of air determined by the opening degree of the first throttle valve 6 is sucked into the engine 1 through the second throttle valve 9 or through the first shutter valve 2 and the second throttle valve 9. be done. Therefore, even if the first shutter valve 7 malfunctions, the intake air amount of the engine 1 can be adjusted from a fully open state to a fully open state by the first throttle valve 6, which is opened and closed by the driver's accelerator operation. . If the first shutter valve 7 is normal and the flag fail7 is OFF in step 119 in FIG. Determine whether If the flag fai18 is ON in step 122, the process proceeds to steps 123 and 124, where the first shutter valve 7 is fully opened and the second throttle valve 9 is adjusted to the amount of depression of the accelerator pedal 11 based on the output from the accelerator position sensor 23. The actuator drive circuits 26 and 28 are instructed to open accordingly, and the process shown in FIG. 3 is completed. Therefore, the actuator drive circuit 26 drives the actuator 12 to fully open the first shutter valve 7, and the actuator drive port @27 drives the actuator 14 to open the second throttle valve 9 when the accelerator pedal 11 is depressed. Since the opening degree is set according to the amount, that is, the opening degree is the same as that of the first throttle valve 6, the first throttle valve 6 or the first throttle valve 6 and the second through the shutter valve 8 of the first
The amount of air determined by the opening degree of the second throttle valve 9, which is equal to that of the throttle valve 6, is drawn into the engine 1. Therefore, even if the second shutter valve 8 malfunctions, the intake air amount of the engine 1 can be adjusted from the fully open state to the fully open state by the second throttle valve 9, which is opened and closed according to the driver's accelerator operation.

Further, if the flag fai18 is OFF in step 122, the process proceeds to step 125, where it is determined whether the flag fai19 indicating an abnormality of the second throttle valve 9 is ON or not.
If the flag fai19 is ON, the process proceeds to steps 126 and 127, where the actuator drive circuit 2 instructs the first shutter valve 7 to be fully open and the second shutter valve 8 to be fully open.
6 and 27 to complete the process shown in FIG. Therefore, the actuators 12 and 13 for driving each valve are driven, and the first shutter valve 7 is fully opened, and the second shutter valve 8 is fully opened.
is fully opened, so that an amount of air determined by the opening degree of the first throttle valve 6 flows through the first shutter valve 7 or the first shutter valve 7 and the second throttle valve 9 and is sucked into the engine 1. Therefore, the second
Even if the throttle valve 9 malfunctions, the first throttle valve 6, which is opened and closed by the driver's accelerator operation, will maintain the engine 1 from fully open to fully open, regardless of the opening degree of the second throttle valve 9. The amount of intake air can be adjusted. Also, in step 125, flag fai19 is turned off.
If F, the process proceeds to step 128, where it is determined whether the traction control execution flag trc is ON.

If the traction control execution trc is ON in step 128, the process advances to steps 129, 130, and 131, and the fifth
As shown in the figure, the first shutter valve 7 is fully opened, the second shutter valve 8 is fully open, and the second throttle valve 9 is set to the drive wheel slip ratio 5Lip calculated in step 110 of FIG.
The actuator drive circuits 26, 27, and 28 are instructed to set the opening degree determined by the CPU 19 based on the above, and the process shown in FIG. 3 is ended. Therefore, air that has passed through the first throttle valve 6 and the second throttle valve 9 is sucked into the engine 1, and the amount of the sucked air is determined by the opening degree of the smaller one of both throttle valves 6 and 9.

Therefore, when an excessive slip occurs in the drive wheels, the opening degree of the first throttle valve 6 operated by the driver is excessive, so the opening degree of the second throttle valve 9 is set small and the opening degree of the second throttle valve 9 is set small. By restricting the amount of intake air, the output of the engine 1 can be suppressed and the traction of the drive wheels can be restored.

Further, during such traction control, even if the intake air amount of the engine 1 cannot be immediately throttled when slip occurs due to failure of the second throttle valve 9, for example, if the driver returns the accelerator pedal 11. Since the intake air amount of the engine 1 can be throttled (or cut off) by the first throttle valve 6, the fail-safe effect is high.

However, if the second throttle valve 9 becomes inoperable, the flag fai19 turns ON as described above, traction control is canceled, and the intake air amount can be adjusted regardless of the opening degree of the second throttle valve 9. becomes.

Also, in step 128, the traction control execution flag tr
If c is OFF, the routine proceeds to step 132, where it is determined whether the cruise control execution flag ccsw is ON.

In step 132, the cruise control execution flag cc is
If sw is ON, step 133゜134.135
Then, as shown in FIG. 5C, the first shutter valve 7 is opened.
The actuator drive circuits 26, 27 and 28 fully open the second shutter valve 8, fully open the second throttle valve 9, and set the second throttle valve 9 to the opening determined by the CPU 19 based on the set vehicle speed.
The process shown in FIG. 3 is terminated. At this time, a passage is secured in the engine 1 that passes through the second shutter valve 8 and the second throttle valve 9, and the amount of intake air is determined by the opening degree of the second throttle valve 9. Regardless of the opening degree of the throttle valve 6, that is, even if the driver releases the accelerator pedal 11 and the first throttle valve 6 is fully closed, an arbitrary amount of air is taken into the engine 1.
It becomes possible to drive at the set vehicle speed. Also in this case, if the intake air amount cannot be controlled due to a failure of the second throttle valve 9, for example, the flag fai19 is turned ON, cruise control is canceled as described above, and the first
The intake air amount is adjusted by the throttle valve 6.

Further, if the cruise control execution flag ccsw is OFF in step 132, that is, all flags are OFF.
If it is FF, it will be used during normal driving.

Proceeding to steps 136, 137, and 138, as shown in FIG. After instructing the drive circuits 26, 27, and 28, the process shown in FIG. 3 ends. Therefore, the engine 1 receives air in an amount determined by the opening degree of the first throttle valve 6 operated by the driver.
is inhaled through the throttle valve 9.

As described above, in this embodiment, during traction control and cruise control, the opening degree of the second throttle valve 9 is adjusted to the slip rate of the drive wheels and the opening degree of the first throttle valve 6 operated by the driver. Since the determination can be made based on the set vehicle speed, etc., these controls can be executed with relatively easy control processing. Also, the first one is opened and closed by actuators 12, 13, and 14. 1 when either the second shutter valves 7, 8 or the second throttle valve becomes inoperable due to actuator failure, etc.
Even if the inoperable valve is fixed at any opening from the fully open state to the fully open state, the first throttle valve 6 or the second throttle valve 1 regardless of the state of the inoperable valve. 9, it is possible to secure an intake path in which the amount of intake air can be adjusted, and to drive the vehicle in the same manner as during normal running.

Therefore, when one of the valves becomes inoperable, the driver is notified of the abnormality through a display device, etc., and the vehicle can continue to drive to the repair shop as normal, providing a sufficient fail-safe function. .

Furthermore, by configuring as shown in FIG. 4, a higher fail-safe function can be obtained. That is, answers 6 and 7
, 8 and 9 have return springs 29 and 30, respectively.
31, 32 are provided, and this return spring 29,
30, 31, and 32 in the fully closed direction, and the actuator drive circuit 26, 27 in the control circuit 18
1st from ゜28. Second shutter valve 7, 8. and the second
Each actuator 12.13. of the throttle valve 9.
Switches 34, 35, and 36, which are turned off when the brake pedal 33 is depressed, are provided in the power supply path to the brake pedal 14, respectively.

Therefore, when the driver does not press the brake pedal 33, each actuator 12, 13, 14 is energized via each switch 34, 35, 36, which is in a conductive state, and the first . The second shutter valves 7 and 8 and the second throttle valve 9 are controlled to open and close, and when the driver depresses the brake pedal 33 to decelerate or stop the vehicle, the driver decelerates or stops the vehicle by depressing the brake pedal 33. Switches 34, 35.36 are turned OFF, and power supply to each actuator L2, 13.14 is stopped, so
1st. The second shutter valves 7, 8 and the second throttle valve 9 lose the driving force from the actuators 12, 13, 14, and are fully closed by the force of the return springs 30, 31, 32. At this time, the accelerator pedal 11 is also closed. Since it is not depressed, the first throttle valve 6 is also fully opened by the return spring 29, and intake air to the engine is cut off.

In this way, by configuring all the valves 6, 7, 8, and 9 to be fully closed when the driver depresses the brake pedal 33, it is possible to prevent opening/closing control of the response valves from becoming impossible due to an abnormality in the control circuit 18. Even in such a case, if the driver releases his/her foot from the accelerator pedal 11 and depresses the brake pedal 33, all valves 6, 7, 8°9 will be fully closed, and air intake to the engine can be cut off. Therefore, the vehicle can be safely decelerated and stopped. Furthermore, the first throttle valve 6
．． Any one of the first shutter valve 7, the second shutter valve 8, and the second throttle valve 9, or the first throttle valve 6 and the second shutter valve 8 on the upstream side, or the first throttle valve on the downstream side. Even if the shutter valve 7 and the second throttle valve 9 cannot be fully closed due to damage to the valves or linkage, or the drive shaft of the actuator is stuck, the driver can safely stop the vehicle by pressing the brake pedal 33 as described above. It can be stopped.

In the embodiments described so far, the first throttle valve 6 and the second shutter valve 8 are provided on the upstream side of the communication passage 5 in the first and second intake passages 3 and 4, and the second shutter valve 8 is provided on the downstream side. Although the first shutter valve 7 and the second throttle valve 9 are arranged respectively, even if these valves are arranged with the upstream side and the downstream side reversed, the same effect can be achieved with exactly the same control. is obvious.

(Effects) As explained above, according to the present invention, the intake air amount is throttled by the second throttle valve or the second throttle valve is It is possible to secure an intake path where the intake air amount can be adjusted from fully open to fully open using the throttle valve.
Traction control and cruise control can be achieved with simple control, and the first valve is driven to open and close by an actuator. Even if either the second shutter valve or the second throttle valve becomes inoperable due to actuator failure, etc., the remaining valves can be opened and closed by controlling the first or second throttle valve to change from the fully closed state to the fully open state. It is possible to secure an intake path that allows the engine's intake air amount to be adjusted up to the desired condition, allowing the vehicle to run and stop safely.Furthermore, even if control of the actuator drive response becomes impossible due to an abnormality in the control means, A return spring biases the valve in the direction of full opening, and a switch linked to the brake pedal stops the power supply to each actuator, so when the driver steps on the brake pedal, the engine's intake air is cut off, making the vehicle safer. It can be stopped at any time, resulting in an extremely high fail-safe function.

[Brief explanation of the drawing]

FIG. 1 is a diagram showing the configuration of an embodiment of the present invention, FIGS. 2 and 3 are flowcharts for explaining the operation of the embodiment of the present invention, and FIG. 4 is a diagram showing the configuration of an embodiment of the present invention. Figures 5(a) to 5(d) showing the configuration of other embodiments are diagrams for explaining the present invention in detail, respectively. 1...Engine. 3... First intake passage, 4... Second intake passage, 5... Communication passage, 6... First throttle valve, 7... First shutter valve, 8... -Second shutter valve. 9... Second throttle valve, 12.13, 14... Actuator, 15.16,
17...Position sensor, 18...Control circuit,

Claims (4)

[Claims] (1) first and second intake passages that communicate with each other through a communication passage; and a mechanical intake passage provided in the first intake passage on either the upstream side or the downstream side of the communication passage, and that is arranged mechanically on the accelerator pedal. a first throttle valve connected to the accelerator pedal and opened and closed according to the amount of depression of the accelerator pedal;
a first shutter valve disposed at a position facing the throttle valve and driven to open and close by an actuator; disposed on the same side of the communication passage in the second intake passage as the first shutter valve; a second throttle valve, which is disposed in a position facing the second throttle valve across the communication passage in the second intake passage, and which is driven to open and close by an actuator; a second shutter valve, and a control means for controlling the opening and closing of the first and second shutter valves and the second throttle valve, respectively, the control means controlling the first and second shutter valves during normal driving The shutter valves are controlled to be fully closed, and the second throttle valve is controlled to be fully open, and during traction control, the first and second shutter valves are respectively fully closed, and the second throttle valve is controlled to be controlled by the traction control means. A throttle valve device characterized by controlling the opening degree. (2) first and second intake passages that communicate with each other via a communication passage; and a mechanical intake passage provided in the first intake passage on either the upstream side or the downstream side of the communication passage, and that is arranged mechanically on the accelerator pedal. a first throttle valve connected to the accelerator pedal and opened and closed according to the amount of depression of the accelerator pedal;
a first shutter valve disposed at a position facing the throttle valve and driven to open and close by an actuator; disposed on the same side of the communication passage in the second intake passage as the first shutter valve; a second throttle valve, which is disposed in a position facing the second throttle valve across the communication passage in the second intake passage, and which is driven to open and close by an actuator; a second shutter valve, and a control means for controlling the opening and closing of the first and second shutter valves and the second throttle valve, respectively, the control means controlling the first and second shutter valves during normal driving The shutter valve is fully closed and the second throttle valve is fully open. During cruise control, the first shutter valve is fully closed, the second shutter valve is fully open, and the second throttle valve is fully opened. A throttle valve device characterized by controlling the opening to an amount instructed by cruise control means. (3) The first and second shutter valves and the second throttle valve are each provided with valve opening detection means for detecting the actual valve opening, and the control means is controlled from each of the valve opening detection means. It is determined whether or not each of the valves is inoperable based on the output of If the throttle valve is controlled to be fully open and the second shutter valve is determined to be inoperable, the first shutter valve is fully closed;
controlling the second throttle valve to the same valve opening degree as the first throttle valve, and fully opening the first shutter valve if it is determined that the second throttle valve is inoperable;
3. The throttle valve device according to claim 1, wherein the second shutter valve is controlled to be fully closed. (4) The first and second shutter valves and the second throttle valve are each biased by a return spring so as to be in a fully closed state when power to the actuator serving as a drive source is stopped, and each of the actuators is biased by a return spring. The throttle valve device according to claim 1, 2 or 3, wherein the power supply circuit is provided with a switch means which is turned off when the brake pedal is depressed.