An occupant posture adjustment device and a pedal device include a pedal adjustment mechanism that changes the inclination of a pedal with respect to a floor panel between a first driving state and a second driving state, and a controller that, in the first driving state, controls the pedal adjustment mechanism such that a back face of the pedal and the floor panel are separated from each other, and in the second driving state, controls the pedal adjustment mechanism such that the back face of the pedal and the floor panel come into contact with each other.

An occupant posture adjustment device and a pedal device include a pedal adjustment mechanism that changes the inclination of a pedal with respect to a floor panel between a first driving state and a second driving state, and a controller that, in the first driving state, controls the pedal adjustment mechanism such that a back face of the pedal and the floor panel are separated from each other, and in the second driving state, controls the pedal adjustment mechanism such that the back face of the pedal and the floor panel come into contact with each other.

A throttle operating device includes a fixing member, a throttle lever, and a detection sensor. A drive source of the transport is configured to be controlled based on the rotational operation angle of the throttle lever detected by the detection sensor. The throttle lever is configured to be rotated in a forward direction and a reverse direction. When the throttle lever is rotated in the forward direction, the drive source of the transport can be controlled. When the throttle lever is rotated in the reverse direction, a predetermined device mounted on the transport can be operated or an operation of the predetermined device can be stopped.

A throttle operating device includes a fixing member, a throttle lever, and a detection sensor. A drive source of the transport is configured to be controlled based on the rotational operation angle of the throttle lever detected by the detection sensor. The throttle lever is configured to be rotated in a forward direction and a reverse direction. When the throttle lever is rotated in the forward direction, the drive source of the transport can be controlled. When the throttle lever is rotated in the reverse direction, a predetermined device mounted on the transport can be operated or an operation of the predetermined device can be stopped.

Throttle control apparatus (810) for a vehicle and a mechanism (800) thereof is provided. A throttle control mechanism (800) includes a first throttle control assembly (802), a second throttle control assembly (804), a first cable (806), a second cable (808), a throttle control apparatus (810), a linkage (812) and a mounting bracket (814). The throttle control apparatus (810) includes a shaft housing (810), a pivot shaft, an intermediate lever (810L) and a lever (810R). The intermediate lever (810L) has a first portion (810Lf) defining a slot (810La) and a second portion (810Ls) defining a slot (810Lb). A first end (806f) of first cable (806) is connected to first throttle control assembly (802) and a second end (806s) of first cable (806) is movably connected to intermediate lever (810L). A first end (808f) of second cable (808) is connected to second throttle control assembly (804) and a second end (808s) of the second cable (808) is movably connected to intermediate lever (810L).

Throttle control apparatus (810) for a vehicle and a mechanism (800) thereof is provided. A throttle control mechanism (800) includes a first throttle control assembly (802), a second throttle control assembly (804), a first cable (806), a second cable (808), a throttle control apparatus (810), a linkage (812) and a mounting bracket (814). The throttle control apparatus (810) includes a shaft housing (810), a pivot shaft, an intermediate lever (810L) and a lever (810R). The intermediate lever (810L) has a first portion (810Lf) defining a slot (810La) and a second portion (810Ls) defining a slot (810Lb). A first end (806f) of first cable (806) is connected to first throttle control assembly (802) and a second end (806s) of first cable (806) is movably connected to intermediate lever (810L). A first end (808f) of second cable (808) is connected to second throttle control assembly (804) and a second end (808s) of the second cable (808) is movably connected to intermediate lever (810L).

A method for controlling fuel injection of a combustion engine and a corresponding system includes providing at least a first predetermined air-fuel mixture map and determining a first air-fuel ratio based on at least one engine operating parameter and the at least first predetermined air-fuel mixture map; determining a second air-fuel ratio that is offset with a first constant value from the first air-fuel ratio, determining if a first operating mode or a second operating mode is selected; controlling engine fuel injection according to the first air-fuel ratio when a currently requested fueling rate results in a smaller air-fuel ratio than the first air-fuel ratio and the first operating mode is selected; or alternatively controlling engine fuel injection according to the second air-fuel ratio when a currently requested fueling rate results in a smaller air-fuel ratio than the second air-fuel ratio and the second operating mode is selected.

A method for controlling fuel injection of a combustion engine and a corresponding system includes providing at least a first predetermined air-fuel mixture map and determining a first air-fuel ratio based on at least one engine operating parameter and the at least first predetermined air-fuel mixture map; determining a second air-fuel ratio that is offset with a first constant value from the first air-fuel ratio, determining if a first operating mode or a second operating mode is selected; controlling engine fuel injection according to the first air-fuel ratio when a currently requested fueling rate results in a smaller air-fuel ratio than the first air-fuel ratio and the first operating mode is selected; or alternatively controlling engine fuel injection according to the second air-fuel ratio when a currently requested fueling rate results in a smaller air-fuel ratio than the second air-fuel ratio and the second operating mode is selected.

A variable noise attenuation element is disclosed that comprises a tube, at least one valve seat, at least one valve body and a wire connected to the valve body. The tube has an overall length that defines a first effective length for noise attenuation. The valve seat is disposed in the tube. Retraction of the wire brings the valve body into engagement with the valve seat to selectively define a second effective length of the tube that is less than the overall length.

A variable noise attenuation element is disclosed that comprises a tube, at least one valve seat, at least one valve body and a wire connected to the valve body. The tube has an overall length that defines a first effective length for noise attenuation. The valve seat is disposed in the tube. Retraction of the wire brings the valve body into engagement with the valve seat to selectively define a second effective length of the tube that is less than the overall length.