A throttle apparatus includes a throttle body (12), a throttle valve (13), a throttle shaft (14), an electrically driven motor (15), a drive gear (23), a driven gear (24), a middle gear (25), and a sensor block (19). The middle gear (25) is held by the throttle body (12) such that a gear shaft is displaced from an imaginary straight line (V) connecting together a motor shaft and the throttle shaft (14). A gear arrangement projection part (34) that projects outward by a displacement amount of the middle gear (25) and a connector arrangement projection part (35) that projects to a same side as the gear arrangement projection part (34) at a position adjacent to a motor housing part (12b) side of the gear arrangement projection part (34) are formed on an outer surface of the throttle body (12). The motor connector (36) is arranged on the connector arrangement projection part (35) such that the motor connector (36) is in parallel with an axis center of the motor shaft and faces another end side of the throttle body (12). The sensor connector (20) is arranged on the sensor block (19) such that the sensor connector (20) is directed toward the axis center from a direction that is orthogonal to the axis center of the motor shaft.

Airtightness of a connector molding is improved. There is provided a connector molding in which a conductor and a fixing member are integrally molded with a molded body including a connector portion. The conductor is fixed to the fixing member, and is integrally molded with the molded body in a state in which an external connection end portion protrudes into a space within the connector portion. A part of the fixing member is exposed to the space within the connector portion and the remaining portion is covered by the molded body, or the entire fixing member is covered by the molded body.

A system and methods for a turbo-boost control system are disclosed for providing a driver of a vehicle with greater control over vehicle performance. The turbo-boost control system instructs an electronic control unit of the vehicle to increase the manifold pressure to a higher level before releasing the pressure through a waste gate so as to provide a greater power output of the engine. The turbo-boost control system includes a control module, a wiring harness, and a signal adjuster. The wiring harness couples the control module with a turbo inlet pressure sensor, a manifold absolute pressure sensor, and an electronic control unit of the vehicle. The control module sends signals to the electronic control unit based on input readings from the turbo inlet pressure sensor and the manifold absolute pressure sensor. The signal adjuster includes a rheostat that enables manual adjustment of the power output of the engine.

Methods and apparatuses for connecting multiple loads with a common return pin in engine control module application are disclosed. Only one of the multiple loads can be connected to a power source at a time. At the high side, each load is coupled to the power source through a respective pin at a connector. At the low side, the multiple loads share a common return pin at the connector that connects the loads to the ground. When a first load is connected to the power source at the high side, a first low side driver circuit is used to connect the first load to the ground at the low side. When a second load is connected to the power source at the high side, the second low side driver circuit is used to connect the second load to the ground at the low side.

The present disclosure provides an intake air flow rate measuring device. The intake air flow rate measuring device includes a flange, a casing, a flow rate sensor, a humidity sensing element, an element terminal, and a humidity terminal. The humidity terminal is spaced away from the element terminal. A portion of the casing between the element terminal and the humidity terminal is defined as a suppressing portion, and a cross-section of the suppressing portion is defined as a suppressing portion cross-section. An end portion of the casing close to the flange is defined as a base portion, and a cross-section of the base portion is defined as a base portion cross-section. The suppressing portion cross-section is set to be smaller than the base portion cross-section.

A piezoelectric pressure sensor is characterized by a piezoelectric transducer having substantially parallel piezoelectric plate faces oriented in planes that extend substantially parallel a principal longitudinal axis of the sensor, a pair of clamping members engaging the piezoelectric plate faces, a membrane cap covering the clamping members and mounted on a stem to define an enclosed protective chamber that isolates the piezoelectric transducer and the clamping members from an environment outside the membrane cap. The membrane cap has a membrane wall engaging outside faces of the clamping members. The membrane wall undergoes inward deflections in response to pressure increases in the environment outside the membrane cap. The clamping members undergo corresponding inward deflections in response to the inward deflections of the membrane wall. The inward deflections of the clamping members act on the piezoelectric plate faces, resulting in deformations of the piezoelectric transducer that produce corresponding electrical signals.

A system and method for limiting a speed of a vehicle is disclosed. The vehicle includes an ECU in communication with and configured to control the engine. The ECU has a plurality of pins, a jumper plug connected to the plurality of pins, and a cap selected from a group of caps, each of which is configured to create a different limit circuit when installed on the jumper plug. The ECU is configured to limit the speed of the vehicle to a predetermined speed when the limit circuit is detected by the ECU based on the detected cap. The ECU, jumper plug, and cap are covered by a cover secured to the frame of the vehicle by fasteners that require a tool to remove.

A piezoelectric pressure sensor is characterized by a piezoelectric transducer having substantially parallel piezoelectric plate faces oriented in planes that extend substantially parallel a principal longitudinal axis of the sensor, a pair of clamping members engaging the piezoelectric plate faces, a membrane cap covering the clamping members and mounted on a stem to define an enclosed protective chamber that isolates the piezoelectric transducer and the clamping members from an environment outside the membrane cap. The membrane cap has a membrane wall engaging outside faces of the clamping members. The membrane wall undergoes inward deflections in response to pressure increases in the environment outside the membrane cap. The clamping members undergo corresponding inward deflections in response to the inward deflections of the membrane wall. The inward deflections of the clamping members act on the piezoelectric plate faces, resulting in deformations of the piezoelectric transducer that produce corresponding electrical signals.

An ignition apparatus for an internal combustion engine includes a spark plug, an ignition coil with a voltage connection, and a spring for electrically connecting the spark plug to the voltage connection. A continuous spring wire in the form of external turns extends from an ignition coil-side end of the spring to a spark plug-side end of the spring. The spring wire at the spark plug-side end continues in the form of internal turns within the external turns in a direction toward the ignition coil-side end.

A throttle-controlled intake system is disclosed that provides a driver of a vehicle with greater control over engine functions and vehicle performance. The throttle-controlled intake system includes a control module that is coupled with an aircharger air intake. The control module processes input signals from a throttle pedal of the vehicle and sends modified throttle position signals to a throttle body of the vehicle so as to increase throttle responsiveness of the vehicle. The throttle-controlled intake system further includes a wiring harness and a signal adjuster. The wiring harness electrically couples the control module with the throttle pedal and the throttle body. The control module sends signals directly to the throttle body of the engine, bypassing an electronic control unit of the vehicle. The signal adjuster includes a rheostat that enables manual adjustment of the throttle responsiveness of the vehicle.