Abstract: A full close position limiting member is adapted to be engaged with a valve gear when a valve is driven in a valve closing direction and reaches a full close position of the valve. An intermediate position limiting member is adapted to be engaged with a return spring when the valve is placed on a side of a predetermined intermediate position where a full close position of the valve is located. The intermediate position limiting member receives an intermediate reaction force from the return spring through engagement with the return spring, and the full close position limiting member receives a full close side engaging force from the valve gear. The full close side engaging force and the intermediate reaction force are generally directed in a predetermined direction.

Abstract: A snowmobile includes an engine, an engine power controller, an operation portion, an operation input detector, an operation amount detector, and a control portion. The control portion does not control the engine power controller based on an amount detected by the operation amount detector in a preliminary zone in which the operation amount detected by the operation amount detector is not more than a first operation amount. The control portion controls the engine power controller based on an operation amount detected by the operation amount detector if the operation amount is greater than the first operation amount. A second operation amount smaller than the first operation amount is set in the preliminary zone and the control portion determines whether operation of the operation portion is carried out based on whether operation corresponding to the second operation amount is detected by the operation input detector.

Abstract: An ECU includes: an engine control unit that controls devices provided for an engine on the basis of a target engine rotational speed; and an engine model that calculates the target engine rotational speed such that the target engine rotational speed varies in accordance with a target engine torque and an actual engine rotational speed in a steady state, and that calculates the target engine rotational speed such that the target engine rotational speed varies in accordance with the target engine torque independently of the actual engine rotational speed in a transient state in which the engine is unstable as compared with the steady state. When the engine is controlled by the thus configured ECU, the control accuracy is improved.

Abstract: An engine control unit includes an anomaly judging section for judging whether or not there is any anomaly in throttle sensors based on the output of the throttle sensors, a throttle motor driving section for controlling the driving of a throttle motor, and a fuel injection control section for controlling the amount of fuel injection at the time of starting an engine by using the fuel injection map for starting. The throttle motor driving section stops the driving of the throttle motor if the throttle sensors are judged to be anomalous, and the fuel injection control section switches the fuel injection map for starting in a normal state into the fuel injection map for starting in an anomalous state at the time of restarting the engine after stopping the engine in a state wherein the throttle sensors are judged to be anomalous.

Abstract: A plurality of reference signals output from a controller which computes an operation amount of an electric actuator is subjected to the logical operation, and the power supply to a drive circuit for the electric actuator is shut off based on an output by the logical operation.

Abstract: In a motor vehicle having an emergency running device, there is the problem that, in the event of certain fault symptoms occurring, an emergency running function is initiated and the torque of the engine is in the process limited to an unsuitable low value. In the worst case, this can lead to insufficient acceleration, for example during an overtaking maneuver, and to an accident occurring. It is therefore proposed that the determination of an optimized emergency running function be defined as a function both of the present driving state of the motor vehicle and also of the type of fault symptom depending on which the risk and the level of danger are graded into classes and an optimized emergency running function is then determined and initiated. Thus, sufficient torque and rotational speed can be provided for reliable vehicle control even in an unfavorable traffic situation without damaging the endangered components.

Abstract: Provided is directed to reduce unnecessary fuel consumption due to unnecessary rapid acceleration when a vehicle drives between intersections, and it is an object to allow for economical driving by reducing the fuel cost, and minimize environmental pollution by minimizing the exhaust gas of vehicle, by providing an economical speed for drivers such that vehicles that have passed through an intersection in accordance with the present traffic light economically drives to the next intersection.

Abstract: An implement comprises an internal combustion engine having a throttle valve. At least one handle, the inside of which is provided with a gas lever likewise in a pivotal manner, is attached to a housing surrounding the internal combustion engine. The minimum distance between the gas lever and the handle is defined by a stop. When the operator lifts the implement by the handle, the position of the gas lever also changes. Even when the gas lever is fully depressed, only a part-load position is achieved at the throttle valve. In this way, effective rotational speed limitation is achieved.

Abstract: An engine speed control system for an agricultural vehicle includes a variable throttle controller, a mode selector, and a control device. The variable throttle control permits an operator to select a variably adjustable engine speed and the mode selector permits the operator to select between a plurality of pre-set engine speeds. The control device receives output signals from the throttle controller, generates engine speed commands, and delivers the commands to an engine controller for controlling the speed of the agricultural vehicle's engine. The control device is operable to generate a first engine speed command associated with one of the pre-set engine speeds when an operator activates the mode selector and to temporarily or permanently override the first engine speed command with a second engine speed command associated with the throttle controller when the operator activates the throttle controller.

Abstract: An engine speed control system for an agricultural vehicle includes a variable throttle controller, a mode selector, and a control device. The variable throttle control permits an operator to select a variably adjustable engine speed and the mode selector permits the operator to select between a plurality of pre-set engine speeds. The control device receives output signals from the throttle controller, generates engine speed commands, and delivers the commands to an engine controller for controlling the speed of the agricultural vehicle's engine. The control device is operable to generate a first engine speed command associated with one of the pre-set engine speeds when an operator activates the mode selector and to temporarily or permanently override the first engine speed command with a second engine speed command associated with the throttle controller when the operator activates the throttle controller.

Abstract: A method for detection of emissions levels during extended engine speed controlled operation is provided. The method includes monitoring mass airflow passing through the engine while operating the engine. The method further includes adjusting mass airflow responsive to engine speed to maintain a desired engine speed. The method further includes shutting down the engine when engine mass airflow becomes higher than a predetermined mass airflow threshold.

Abstract: A vehicle comprises a driving state detecting device configured to detect a driving state, a command signal output device configured to output a detected command signal indicating an engine driving power change command, an opening degree signal output device configured to output a detected opening degree signal, a valve drive device configured to drive a throttle valve; and a controller which is configured to set a target opening degree of the throttle valve based on the detected command signal and to control the valve drive device to cause an opening degree to match the target opening degree. The controller is configured to set, according to the driving state, the target opening degree to a smaller value than when the command signal and the opening degree signal are normal, when at least one of the command signal and the opening degree signal is abnormal.

Abstract: An engine speed control system for an agricultural vehicle includes a variable throttle controller, a mode selector, and a control device. The variable throttle control permits an operator to select a variably adjustable engine speed and the mode selector permits the operator to select between a plurality of pre-set engine speeds. The control device receives output signals from the throttle controller, generates engine speed commands, and delivers the commands to an engine controller for controlling the speed of the agricultural vehicle's engine. The control device is operable to generate a first engine speed command associated with one of the pre-set engine speeds when an operator activates the mode selector and to temporarily or permanently override the first engine speed command with a second engine speed command associated with the throttle controller when the operator activates the throttle controller.

Abstract: An electronic throttle control apparatus has a construction which does not use a mechanical mechanism to restrict an operating angle of an electronic throttle valve, and continues motor control so as to prevent rapid opening and closing of the electronic throttle valve, even if an angle detection unit becomes abnormal. Upon detection of an abnormality, a control unit (1) controls, without using pieces of angle information (? 1, ? 2) after the detection of the abnormality, a motor (2) for driving the electronic throttle valve (3) based on angle information (? b) before the angle detection unit (6) becomes abnormal, information of electric power supplied to the motor (2) before the angle detection unit (6) becomes abnormal, a period of time (Tbc) until the abnormality of the angle detection unit (6) is detected, and a preset rate of change of a throttle angle.

Abstract: A method for detection of emissions levels during extended engine speed controlled operation is provided. The method includes monitoring mass airflow passing through the engine while operating the engine. The method further includes adjusting mass airflow responsive to engine speed to maintain a desired engine speed. The method further includes shutting down the engine when engine mass airflow becomes higher than a predetermined mass airflow threshold.

Abstract: An abnormality determination apparatus for an intake amount control mechanism according to the invention includes a control portion which sets an allowable range of an opening amount of a throttle valve which provided in an intake passageway of an internal combustion engine based at least on an index value of an engine operation state, including an operation amount of accelerator, and on a lift working angle of an intake valve, and which determines that an abnormality is present in a state of driving of the throttle valve if an actual opening amount of the throttle valve is outside the allowable range set.

Abstract: A first arbitration unit determines one demand engine torque of static demand engine torques set in a power train driver model and an ECT torque control system. The demand engine torque determined by the first arbitration unit is converted into dynamic demand engine torque by a conversion unit. A second arbitration unit determines demand engine torque for use in control of an engine from among the dynamic demand engine torque converted from the static demand engine torque by the conversion unit, dynamic demand engine torque set by a VDIM system, and dynamic demand engine torque set by a vibration suppression control system. An engine control system controls the engine according to the demand engine torque determined by the second arbitration unit.

Abstract: A throttle control module comprises a primary throttle position module, a redundant throttle position module, and a remedial action module. The primary throttle position module transforms a primary throttle area signal indicating desired throttle area into a primary throttle position signal indicating a first desired throttle position of a throttle valve. The throttle valve is actuated based upon the primary throttle position signal. The redundant throttle position module transforms a redundant throttle area signal indicating desired throttle area into a redundant throttle position signal indicating a second desired throttle position of the throttle valve. The remedial action module selectively generates a remedial action signal based upon a comparison of the first and second desired throttle positions.

Abstract: A fuel economy method and system consists of using a signal control unit connected to a throttle of a vehicle and to a mass sensor for sensing a mass of a load carried by the vehicle. When the sensor senses that the mass is within a predetermined mass range below a pre-determined load mass value, the signal control unit reduces the range of power output of the engine. The unmodified engine power output range and modified engine power output range extend from a minimum engine power output to, respectively, an unmodified maximum engine power output and to a modified maximum engine power output lower than the unmodified engine power output and thereby requiring less fuel. Accordingly, the range of engine power output, and notably the maximum engine power output available, is reduced when the mass is in the pre-determined mass range, thus reducing fuel consumption compared to the unmodified engine power output range.

Abstract: A system and method for providing a haptic device in a vehicle. The system comprises a foot operated pedal of a vehicle. A sensor is coupled to the pedal and is configured to sense a position of the pedal during use. The sensor is configured to output a sensor signal associated with the position of the pedal. A processor is coupled to the sensor and is configured to receive the sensor signal. The processor outputs a control signal upon the pedal moving past a threshold position. An actuator is coupled to the processor, wherein the actuator is configured to output a haptic feedback force to the pedal upon receiving the control signal from the processor.

Abstract: A control system for an internal combustion engine calculates a provisional target value of the throttle opening in accordance with an accelerator pedal travel, upon detection of a sudden operation of the accelerator pedal. The system also calculates a target pressure change in the surge tank according to the provisional target value, on the basis of the actual surge tank pressure and the cylinder intake mass airflow, using a virtual intake system model. The control system sets a target throttle opening in accordance with the surge tank pressure and the cylinder intake mass airflow, so as to provide the target pressure change under a condition of the actual surge tank volume.

Abstract: A spring assembly is attached to an accelerator pedal for enhancing fuel economy of a motor vehicle. The combination of operable elements thus comprises an accelerator pedal, a conical compression spring, and fastening hardware to attach the compression spring to the pedal. An optional spring seat is included for certain installations. The pedal has an aperture extending between its upper and lower pedal surfaces. The spring has an upper spring end and a lower spring end. The fastening hardware attaches said spring to said pedal, and comprises a bolt, a flat washer, a lock washer, and a nut. The spring is compressible intermediate the lower pedal surface and a fixed surface underlying the pedal such as the floor of an automobile. The spring thereby provides non-linear resistance as a function of compressive spring displacement via the pedal for improving fuel economy of a motor vehicle.

Abstract: A boat propulsion unit controller includes a switch arranged to switch between a long intake duct and a short intake duct for drawing air into an engine of a boat propulsion unit, a motor-operated driver arranged to drive the switch, a duct length switching position sensor arranged to detect the position of the switch at the time of switching the duct length, a fuel supply arranged to supply fuel to the engine, a sensor failure detector arranged to detect failure of the duct length switching position sensor based on its output, and a controller arranged to compensate the fuel supply rate based on the position of the switch detected at the time of duct length switchover. A controller, when the duct length switching position sensor fails, takes the action of switching to the long intake duct and compensates the fuel supply rate using a sensor output quasi value corresponding to the time of switchover to the long intake duct.

Abstract: In a motor vehicle having an emergency running device, there is the problem that, in the event of certain fault symptoms occurring, an emergency running function is initiated and the torque of the engine is in the process limited to an unsuitable low value. In the worst case, this can lead to insufficient acceleration, for example during an overtaking maneuver, and to an accident occurring. It is therefore proposed that the determination of an optimized emergency running function be defined as a function both of the present driving state of the motor vehicle and also of the type of fault symptom depending on which the risk and the level of danger are graded into classes and an optimized emergency running function is then determined and initiated. Thus, sufficient torque and rotational speed can be provided for reliable vehicle control even in an unfavorable traffic situation without damaging the endangered components.

Abstract: A target engine torque after an environmental correction is calculated by interpolating it between an environmentally corrected maximum engine torque and an environmentally corrected minimum engine torque such that a ratio of a nominal target engine torque between a nominal maximum engine torque and a nominal minimum engine torque under a predetermined environmental condition becomes essentially equal to a ratio of the target engine torque between the environmentally corrected maximum engine torque and the environmentally corrected minimum engine torque. The environmentally corrected maximum engine torque is obtained by multiplying the nominal maximum engine torque and a correction coefficient according to the environmental condition together.

Abstract: A pressure sensor compensation system for a control system of an engine includes N engine-off pressure measuring modules. The N engine-off pressure measuring modules calculate differences between pressure values of a corresponding one of N pressure sensors and others of the N pressure sensors when the engine is off. The N engine-off pressure measuring modules calculate N corresponding pressure correction values based on the differences, where N is an integer greater than one. N pressure compensating modules generate N corrected pressure values when the engine is on based on N uncorrected pressure values from the N pressure sensors and the N pressure correction values.

Abstract: In a system, an actuator is linked to a valve rotatably installed in a passage through which gas flows. The actuator changes torque to be applied to the valve so as to adjust a rotational position of the valve based on a deviation between a current position and a target position. In the system, a first storing unit stores therein a first threshold. The first threshold is defined in a variation range within which a torque parameter is variable depending on change in the torque to be applied to the valve. The first threshold allows whether there is a possibility that an operation of the actuator is unstable. If the torque parameter substantially shifts either to or through the first threshold in the variation range, a restricting unit restricts variation in the torque parameter with the gas-flow being substantially kept through the passage.

Abstract: An electronic throttle control apparatus includes first and second throttle position sensors that detect an opening of a throttle valve for adjusting an amount of supply air to an internal combustion engine, a throttle control unit that controls to drive the throttle valve, first and second accelerator position sensors that detect an operation amount of an accelerator pedal, and an ECU that calculates control parameters for the internal combustion engine on the basis of internal combustion engine operation information including an accelerator opening and a throttle opening and controls a throttle actuator such that a throttle opening position coincides with a target throttle opening position included in the control parameters. The ECU surely detects an abnormality in a sensor output due to contact failure or the like of the throttle position sensors and the accelerator position sensors.

Abstract: A control system for an engine comprises a fault determination module and a remedial action control module. The fault determination module generates a fault signal after detecting an infrastructure fault. The remedial action control module directs a throttle valve of the engine to a default position after receiving the fault signal, determines when the throttle valve is moving to the default position, and directs engine shutdown when the throttle valve is not moving to the default position.

Abstract: A throttle control apparatus has a torsional coil spring that is associated with the throttle body and the rotator to bias throttle valve to a predetermined intermediate angle between a full open angle and a full close angle. An actuator rotates the rotator against a biasing force of the torsional coil spring. The torsional coil spring has a first and a second loading portions that apply biasing forces to the rotator to bias the throttle valve from the full open angle or from the full close angle toward the intermediate angle. The rotator is provided with a spring force receiving portion that receives both the biasing forces applied by the first and second loading portions so that the first and second loading portions sandwich the spring force receiving portion therebetween.

Abstract: An electronic throttle control system and method for detecting a throttle plate obstruction when the ignition key is on and the engine is either not running or running, and for clearing the throttle plate obstruction before a fault setting is set by the ECU.

Abstract: An electronically controlled throttle valve unit includes a valve shaft supported by a throttle body, a throttle valve provided on the valve shaft rotatably therewith, an actuator for controlling the valve shaft, and a mechanical valve opening/closing mechanism. The mechanical valve opening/closing mechanism comprises: a valve lever provided on the valve shaft rotatably therewith; a cam lever supported rotatably with respect to the valve shaft so as to be directly operated through a throttle operation; and a link lever supported rotatably by the throttle body and transmitting a rotation of the cam lever in a direction of opening the throttle valve to the valve lever so as to rotate the valve lever and the valve shaft in a throttle valve opening direction with a predetermined rotation angle characteristics.

Abstract: An actuator for a control unit has a control motor with a motor power takeoff shaft; a control shaft that carries the control unit; and a step-up gear, disposed between the motor power takeoff shaft and the control shaft, as well as a restoring device for restoring the control unit to a basic position if the control motor fails. To make it possible to use a single-stage step-up gear with a major step-up ratio and with advantages in terms of installation space, weight, and production costs, the restoring device has two separate energy-storing means, preferably embodied as restoring springs, of which one feeds back to the motor power takeoff shaft and the other feeds back to the control shaft.

Abstract: A valve operating mechanism includes a valve body provided at an air passage of an internal combustion engine, an actuator causing the valve body to rotate so as to adjust a cross-sectional area of the air passage, a shaft body supporting the valve body, a link member connected to the shaft body and integrally rotating with the valve body, an actuator rod rotatably connected to the link member and transmitting a driving force of the actuator to the link member, and a biasing member arranged between the link member and the actuator rod and biasing the link member and the actuator rod so as to contact each other.

Abstract: A control system for a vehicle comprises a throttle control module and a diagnostic module. The throttle control module controls a position of a throttle of the vehicle and compensates for changes in effective opening area of the throttle due to coking. The diagnostic module reports a coking value to a user based upon an amount of compensation performed by the throttle control module. A method comprises controlling a position of a throttle of a vehicle; compensating for changes in effective opening area of the throttle due to coking; and reporting a coking value to a user based upon an amount of compensation performed.

Abstract: An electronic throttle control system and method for detecting a throttle plate obstruction when the ignition key is on and the engine is either not running or running, and for clearing the throttle plate obstruction before a fault setting is set by the ECU.

Abstract: A control system for controlling a throttle of a vehicle during a virtual bumper event is provided. The system includes: an enable module that selectively enables torque reduction based on at least one of a torque reduction request and an object detection signal; a throttle override module that overrides a pedal request by commanding a throttle position to reduce torque when the torque reduction is enabled; and a throttle learn module that commands the throttle position to gradually increase torque based on a position indicated by the pedal request when torque reduction is no longer enabled.

Abstract: An electronic throttle control system and method which prevents obstructions from forming around a throttle plate during engine soak.

Abstract: An engine includes a stationary member, a crankshaft supported for rotation by the stationary member, and a flywheel rotatable in response to rotation of the crankshaft. A fan has a plurality of fins and is rotatable in response to movement of the flywheel. A movable air vane includes a surface that deflects air from the fins as the fins move with the flywheel. The engine also includes an intake passageway for intake air and a throttle lever including a throttle pivot point and a throttle linkage aperture. The throttle linkage aperture and the throttle pivot point define a first axis having a first side and a second side. A throttle valve is disposed in the intake passageway to control the flow of intake air. The throttle valve is movable in response to movement of the throttle lever. A throttle linkage is positioned to directly or indirectly connect the air vane and the throttle lever. The throttle linkage and the movable air vane are disposed on the first side of the first axis.

Abstract: A propulsion system for a watercraft includes an engine. An air intake device delivers air to a combustion chamber. A throttle valve regulates an amount of the air. A control device sets the throttle valve to a desired position. A remote controller provides the control device with the desired position. The engine can include an auxiliary intake device that delivers supplemental air to the combustion chamber. A control valve normally shuts the supplemental air from the combustion chamber. The control device determines whether an abnormal condition occurs in setting the throttle valve to the desired position. The control device determines whether the amount of the air is insufficient. The control device controls the control valve to allow the supplemental air to move to the combustion chamber when the control device determines that the abnormal condition occurs and the amount of the air is insufficient.

Abstract: For setting a predetermined target control amount concerning running of a vehicle according to an operation amount for a predetermined operation member for running the vehicle, an operation amount obtaining part obtaining the operation amount for the operation member; a trouble determining part determining whether or not a trouble occurs in any one of the operation member and the operation amount obtaining part; a target control amount setting part setting a trouble occasion target control amount which is a target control amount for a trouble occasion when the trouble determining part determines that a trouble occurs in at least any one of the operation member and the operation amount obtaining part; and a correcting part correcting the trouble occasion target control amount set by the trouble occasion target control amount setting part in such a manner that on-spring vibration of the vehicle is damped, are provided.

Abstract: A throttle control method includes generating a throttle request based on a drag torque request and setting a throttle command equal to the throttle request when the throttle request is less than a throttle idle maximum. A throttle maximum increase is determined when the throttle request is greater than the throttle idle maximum and the throttle command is determined based on the throttle maximum increase. The throttle is controlled based on the throttle command.

Abstract: A spring to ensure default opening is constituted by a single piano wire where a return spring with a larger coil diameter and a default spring with a smaller coil diameter are connected via a connection arm formed with a spring hook. The spring with a smaller coil diameter is inserted in the spring with a larger coil diameter thereby the springs are overlapped in an axial direction as a duplex-winding spring structure. Further, a magnetic sensor is provided in a position inside the both spring with a larger coil diameter and spring with a smaller coil diameter.

Abstract: A final control element for a control unit, for a throttle body located in a conduit carrying a gaseous medium in an internal combustion engine, is disclosed which has a control shaft, supporting the control unit in a manner fixed against relative rotation; a power takeoff member of a final control element gear, the power takeoff member being seated on the control shaft in a manner fixed against relative rotation; and an error sensor, detecting the rotary position of the control shaft, with a rotor part that is connected to the control shaft in a manner fixed against relative rotation. The error sensor is a contactless measurement rotary angle sensor, whose rotor part is integrated by material and positive engagement with the drive member. Preferably, the rotor part is made of sheet metal, and the positive engagement is established by spraying the power takeoff member, made of plastic, onto it. The rotor part is welded to the control shaft.

Abstract: An engine control system that regulates first and second throttles of an internal combustion engine includes a primary control module that generates a throttle area based on an operator input and a second control module that determines a second throttle position based on the throttle area. The second control module determines a redundant throttle position based on the throttle area and regulates a position of the second throttle based on the second throttle position if the second throttle position and the redundant throttle position correspond with one another.

Abstract: A continuous throttle regulation device employs a motor throttle body located proximate to a motor or engine, and an accelerator pedal located remote from the motor or engine. A return switch (RS) is responsive to the motor throttle body, and a pressure sensitive switch (PSS) is responsive to the accelerator pedal position. Power is passed through both switches then to a critical electronic element required to run the motor, such as a distributor. Therefore, when both switches are open, power to the critical element is interrupted, slowing or stopping the motor. When both switches are closed, the power is restored to the ignition causing the motor to operate. Therefore, the system may engage and disengage automatically and intermittently numerous times in a short period of time, thereby safely limiting motor speed, while restoring power in a split second to keep the motor running and operational. This technology may also be applied to gasoline, diesel, and electric motors to regulate their operation.

Abstract: A method and an apparatus for protecting an engine are disclosed which are capable of preventing damage to the engine or associated parts thereof. The engine is provided with an electronic control fuel injection system. A quasi-abnormality of at least one of variables in connection with the engine and the associated parts thereof, such as an engine cooling water, a fuel pressure or the like is detected by a sensor. When the quasi-abnormality of the variable and such a quasi-abnormal state lasts for a predetermined period of time, a throttle opening of an electronic control throttle is regulated so as to limit an engine rotational speed to a low rate.

Abstract: An electronic throttle control unit includes an air bypass channel having a removable obstruction that opens in response to receiving an electronic throttle control fault signal and thereby allowing the vehicle a limp home condition. The throttle plate defaults to a fully closed position upon engine-off to substantially prevent evaporation and escape of hydrocarbons from the intake manifold to the atmosphere.

Abstract: A fail-safe throttle positioning device is disclosed for an engine induction system. A throttle body is provided having a fluid passage. A movable throttle valve is disposed within the fluid passage for at least idle speed control. An actuator mechanism is connected to the throttle valve for operably moving the throttle valve between a minimum fluid flow position and a maximum fluid flow position. A fail-safe mechanism urges the throttle valve toward an intermediate position between the minimum and maximum fluid flow positions to prevent inoperability of the engine during failure of the actuator mechanism.

Abstract: A motor-driven throttle valve control device has a throttle shaft and a coupling lever rotatably provided on the shaft, both being coupled by a spring. A default spring energizes the coupling lever toward a position of the default opening of the throttle valve. The throttle shaft rotates separately from the coupling lever in the direction of the full open throttle valve from a point at which the coupling lever comes into contact with a stopper defining the default position and, together with the coupling lever, in the full close direction of the throttle valve from the point. Thereby, the throttle valve can be kept at the default position by the default spring through the coupling lever when a motor driving the throttle valve is not powered.