An electro-mechanical actuation control system includes: a comparator configured to compare a desired vehicular component data to an actual vehicular component data; a controller that is configured to enable control of vehicular components and includes vehicle component controllers; a transmitter configured to remotely transmit input signals to the vehicle; a receiver configured to receive the transmitted input signals from the controller and mounted on the vehicle; an actuator driver configured to receive inputs from the receiver and mounted on the vehicle; an actuator coupled to the actuator driver and configured to be operable in any one of an enabled state and a disabled state caused by the actuator driver; and one or more vehicle components that comprise a drive unit including one of an engine assembly, an electric motor and a combination of the engine assembly and the electric motor.

Disclosed is a throttle quadrant arrangement utilizing a throttle lever mechanically connected to three Rotary Variable Differential Transformers (RVDTs). The signals from the RVDTs are monitored by a process where the processing component. More specifically, RVDT outputs are monitored by the engine control system to determine if they are outside a predetermined range of operability. If an RVDT is not operable, the engine control system establishes a thrust output using the signal from one of the functional two. If only one or none are within the range, the system moves on to a default mode.

A vehicle control device includes a depression amount detection unit, a depression speed detection unit, a reaction force setting unit, and a reaction force generation unit. The reaction force setting unit sets a value of a reaction force in a manner of separating characteristics into advancement characteristics and return characteristics. The reaction force setting unit sets a value of a reaction force with respect to a depression amount in such a way that, in main advancement characteristics except for both ranges corresponding to start of depressing and end of depressing among advancement characteristics, a degree of increase of a value of a reaction force relatively decreases, as a depression amount increases until a predetermined ratio with respect to a maximum depression amount of an accelerator pedal reaches, and a degree of increase of a value of a reaction force relatively increases, as a depression amount increases after the predetermined ratio reaches; and sets a value of the reaction force in such a way that a value of the reaction force decreases, as a depression amount decreases.

A throttle grip device controls an engine of a vehicle in accordance with a rotation angle of a throttle grip detected by a rotation angle detection unit, a base end portion of the throttle grip has a first flange region portion and a second flange region portion formed over a predetermined range in a circumferential direction, the first flange region portion and the second flange region portion are respectively formed at positions offset by a predetermined dimension with respect to an axial direction of the throttle grip, and the first support portion and the second support portion are formed so as to protrude at positions corresponding to the first flange region portion and the second flange region portion, respectively.

The inhibition device includes a micro-controller configured with a triggering condition including a number of intervals and, for each interval, a corresponding duration and a corresponding threshold. Each interval is a range specifying how much the vehicle's acceleration pedal has changed its position in terms of percentages of a pedal stroke. Each duration specifies the fastest time duration allowable for the acceleration pedal to attain a corresponding interval of pedal position change. The micro-controller converts progress signals of the acceleration pedal to corresponding percentages, obtains a difference DEF between the successive percentages, records a time duration RES between successive progress signals, and calculates DEF/RES=X. When X is greater than or equal to a threshold of a corresponding interval, the micro-controller sends an idle signal to the vehicle's engine control unit or intercepts the progress signals to prevent them from reaching the engine control unit.

An engine throttle device (1) including a throttle valve (5) supported by a throttle shaft (4) inside a throttle bore (2a, 3a) of a valve body (2, 3) and driven to open and close, and a throttle sensor (11) including an excitation conductor provided at one end of the throttle shaft (4) , and a substrate (15) provided with an exciting conductor (13) and a signal detection conductor (14) to face the excitation conductor includes: an excitation conductor unit (12) including an excitation conductor portion (12a) functioning as the excitation conductor, a sensor-side screw portion (12d) provided on a shaft line of the excitation conductor portion (12a), and a sensor-side abutting surface (12e) surrounding the sensor-side screw portion (12d), the excitation conductor unit (12) being integrally formed of a metal material; a shaft-side screw portion (17) formed at one end (4a) of the throttle shaft (4) and screwed to the sensor-side screw portion (12d); and a shaft--side abutting surface (18) formed at the one end (4a) to surround the shaft-side screw portion (17) and abutting the sensor-side abutting surface (12e) when the shaft-side screw portion (17) is screwed to the sensor-side screw portion (12d).

A method for operating a control component of an air mass flow rate controller for a drive machine of a motor vehicle, with which an actuator moves a control element into a target position and the position of the control element is detected by a sensor element in communication with a controller. The method includes: switching, in a rest mode, the actuator to a de-energized state; detecting, by the sensor element, the position of the control element indirectly or directly; and driving, by the controller, the actuator to correct the position of the control element in the event of a detected change of the position of the control element.

A method for operating a controller for a position transducer system, of a throttle valve position transducer in an engine system having an internal combustion engine, the control being performed to obtain a manipulated variable for triggering an actuating drive of the position transducer system, the control being performed by initially applying a transfer function to a system deviation to obtain an adapted system deviation and subsequently applying a transfer function to the adapted system deviation to obtain the manipulated variable, the transfer function being a function which indicates a deviation of a model of a nominal position transducer system having predefined nominal parameters from the model of the position transducer system to be controlled, an adaptation of the control process being performed by adapting the transfer function, in that the parameters of the model of the position transducer system to be controlled are adapted, in particular in real time.

A control that can be a throttle control of a handle-bared vehicle is presented. According to some embodiments, a control can include a plurality of circuit boards, each of the circuit boards including a transmission coil, sensor coils, and control circuitry the drives the transmission coil and receives signals from the sensor coils; and one or more targets mounted on a shaft and configured to rotate over the sensor coils of the plurality of circuit boards as the shaft is rotated, wherein the plurality of circuit boards are mounted around the shaft, and wherein the position of the target is determined by the control circuitry as the shaft is rotated.

An electronic switching module for connecting first and second throttle assemblies to an electronic control module of a vehicle that controls an engine of the vehicle includes first throttle assembly ports adapted to receive first throttle primary sensor position data and first throttle secondary sensor position data and second throttle assembly ports adapted to receive second throttle primary sensor position data and second throttle secondary sensor position data. A controller is connected to the first and second throttle assembly ports and an electronic control module port and is adapted to receive and compare the first throttle primary sensor position data and the first throttle secondary sensor position data and send an engine idle signal to the electronic control module via the electronic control module port when the comparison does not show a first predetermined relationship. The controller is also adapted to receive and compare the second throttle primary sensor position data and the second throttle secondary sensor position data and send an engine idle signal to the electronic control module via the electronic control module port when the comparison does not show a second predetermined relationship.