A nonlinear disturbance rejection control apparatus and method for electronic throttle control systems are invented to control the electronic throttle system and to achieve a continuous finite-time disturbance rejection control goal. A control sub-apparatus and method are proposed with an observing sub-apparatus and method for controlling the opening angle of an electronic throttle valve. A mathematical model of the electronic throttle system is analyzed and a control-oriented model is presented with the formation of a lumped disturbance. With combination of the continuous terminal sliding mode control method and the output feedback control method, based on the finite-time high-order sliding mode observer, the preferred control performance is guaranteed, where both the dynamic and static performance of the system is effectively improved.

A method for diagnosing a waste gate valve malfunction in a power generation system is presented. The method includes determining an actual pressure differential across a throttle valve. The method further includes determining an estimated pressure differential across the throttle valve based on one or more first operating parameters of the power generation system. Furthermore, the method includes determining an absolute difference between the actual pressure differential and the estimated pressure differential. Moreover, the method also includes comparing the absolute difference with a threshold value and if the absolute difference is greater than the threshold value, determining an operating condition of the throttle valve. Additionally, the method includes determining whether the waste gate valve has malfunctioned based on the determined operating condition of the throttle valve. An engine controller and a power generation system employing the method are also presented.

A throttle grip device includes: a throttle grip; an interlocking member including an engaged portion engaged with an engaging portion formed on the throttle grip, and rotating in conjunction with the normal rotation and the reversed rotation of the throttle grip; a first urging unit configured to urge the interlocking member toward the initial position when the throttle grip is subjected to the normal rotation; a second urging unit configured to urge the interlocking member toward the initial position when the throttle grip is subjected to the reversed rotation; a rotation angle detecting unit detecting a rotation angle of the throttle grip by detecting a rotation angle of the interlocking member; and a pressing unit pressing the engaging portion against the engaged portion by an urging force of the second urging unit when the throttle grip is in the initial position.

The pedal device includes a pedal portion which the operator depresses, a pedal effort detecting portion being configured to detect the magnitude of the pedal effort in the depression direction when the operator depresses the pedal portion and being configured to output a signal corresponding to the magnitude of the pedal effort to the outside.

A throttle grip device includes: an interlocking member capable of rotating with an rotational operation of a throttle grip; a rotation angle detecting unit capable of detecting a rotation angle of the throttle grip by detecting a rotation angle of the interlocking member; and a return spring configured by a torsion coil spring which has one end locked to the interlocking member and urges the throttle grip and the interlocking member in a rotation direction toward initial positions when the throttle grip is rotationally operated. An engine can be controlled according to the rotation angle of the throttle grip detected by the rotation angle detecting unit, and the throttle grip device comprises a holding member which rotatably holds the interlocking member while positioning the interlocking member and holds the other end of the return spring while locking the other end of the return spring.

A control unit controls a combustion state of an internal combustion engine in accordance with a drive torque requested by a driver. The control unit performs a switching control to switch at least a combustion state between lean-burn combustion and stoichiometric combustion. A monitor unit performs torque monitoring to determine abnormality of a request torque, which is requested to the internal combustion engine, and a generated torque of the internal combustion engine based on the request torque and an estimation torque, which is an estimation value of an actual torque of the internal combustion engine. A combustion state determining unit determines whether the combustion state in the control unit is the lean-burn combustion or the stoichiometric combustion. A computing unit computes the estimation torque in accordance with the combustion state determined by the combustion state determining unit.

A vehicle includes two accelerator position sensors and an electronic control unit. The two accelerator position sensors are configured to detect accelerator operation amounts. The electronic control unit is configured to perform drive control based on the accelerator operation amounts from the two accelerator position sensors. The electronic control unit is configured to, when failure occurs in one accelerator position sensor out of the two accelerator position sensors, perform the drive control based on the accelerator operation amount from the other accelerator position sensor out of the two accelerator position sensors, the accelerator operation amount being restricted by an accelerator operation amount upper limit that has a tendency of becoming larger as the vehicle speed is larger.

There are provided an intake pressure detecting means for detecting an intake pressure on more downstream side than a throttle valve in an intake passage to an engine, a rotational speed detecting means for detecting a rotational speed of an engine, an engine controlling means for controlling the engine to arrive at a target air-fuel ratio corresponding to the detected intake pressure and the detected engine rotational speed and an abnormality treating means for executing an engine stopping treatment to stop the engine if an intake pressure higher than a set pressure has been detected and an engine rotational speed higher than a set rotational speed has been detected, when an opening degree state detecting means detects that the throttle valve is under a fully closed or substantially fully closed state.

A driving force control apparatus for a vehicle includes an operation amount detection unit; a vehicle speed detection unit; and an electronic control unit. The electronic control unit is configured to determine, when a vehicle speed is lower than a predetermined vehicle speed, a target driving force in a case where an operation amount of an accelerator pedal is in a predetermined range, based on a first provisional target driving force; and determine, when the vehicle speed is equal to or higher than the predetermined vehicle speed, the target driving force in the case where the operation amount of the accelerator pedal is in the predetermined range, based on a second provisional target driving force.

In an electronically controlled throttle control device in which a throttle control output command calculated by an electronic control unit (ECU) is calculated based on a throttle main control command, calculated from a throttle opening deviation which is a difference between a throttle opening command and a throttle opening detection signal, and a throttle correction control command which is a value obtained by integrating a product of the throttle opening deviation and a coefficient, the coefficient for calculation of the throttle correction control command is changed depending on a driving state based on an acceleration state and a deceleration state of a throttle and a small throttle deviation state.