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.

A control apparatus includes a throttle configured to adjust an amount of air flowing in an intake passage of an engine, an accelerator opening sensor configured to detect an accelerator opening, a throttle opening sensor configured to detect an opening of the throttle, and a control unit configured to control the opening of the throttle. The control unit includes a setting unit configured to set a target opening and set a control amount of the throttle based on a deviation between the target opening and the opening detected by the throttle opening sensor, and a correction unit configured to, if the target opening is not more than a predetermined opening, set a correction amount of the control amount such that the opening of the throttle becomes large independently of the deviation.

A throttle assembly for an engine may include a remote throttle lever, a sensor, and a terminal. The remote throttle lever may be coupled physically to a user input device and operable to be moved under control of the user input device. The sensor is configured to detect a position of the remote throttle lever and generate an output signal indicative of the position of the remote throttle lever. The terminal configured to provide the output signal to a controller of the engine.

A drive circuit (203) of an actuator (2) calculates an actual working angle from an actual operation quantity with reference to a reference table used to calculate a target operation quantity, and transmits the actual working angle and the actual operation quantity to a command unit (4). The command unit (4) determines whether or not the received values of the actual working angle and the operation quantity correspond to the valve working angle and the operation quantity of the reference table stored in the command unit (4), to detect a discrepancy between the operation modes of the actuator (2) and the command unit (4).

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.

The present invention relates to a device for preventing a sudden acceleration incident, and to a device for preventing a sudden acceleration incident, electrically connected and provided between a fuel supply line and a starter of a vehicle. The device for preventing a sudden acceleration incident is not operated by means of an electromagnet, which is not operated, less than a set number of revolutions of a vehicle engine, since an electric current is not supplied due to the non-operation of a timer switch, which is provided between the fuel supply line and the starter. The fuel supply of the fuel supply line is cut off such that the device for preventing a sudden acceleration incident is operated by operating a permanent magnet of the polarity opposite to that of the electromagnet by means of the repulsive force of the electromagnet operated by the electric current, which is supplied by the operation of the timer switch, at the set number of revolutions of the vehicle engine, and the electromagnet is not operated since the electric current is not supplied by means of the operation of the timer switch if a certain time passes after the fuel supply of the fuel supply line is cut off. The supply of fuel is simply cut off so as to almost perfectly prevent a sudden acceleration incident, only if the number of revolutions, of the vehicle engine, unexpectedly causing a sudden acceleration is reached.

An engine system for a vessel propulsion device includes an engine including an intake amount adjusting unit and an ignition plug, and configured to generate a drive force for the vessel propulsion device. The engine system includes an ignition timing control unit, a knocking detecting unit, a knocking retard control unit that retards the ignition timing of the ignition plug by a unit retard amount when the knocking detecting unit detects knocking, an abnormality judging unit that, when a state where the knocking detecting unit detects knocking at intervals within a predetermined time continues, judges that an abnormality has occurred based on a continued state of knocking detection, and an intake amount limiting unit that limits the intake amount of the engine based on judgment of an abnormality made by the abnormality judging unit.

A vehicle kill switch comprising: a foot actuatable floor mounted switch; a vehicle stopping means in signal communication with the foot actuatable floor mounted switch. A vehicle kill switch comprising: a first foot actuatable floor mounted switch; a first solenoid in signal communication with the first foot actuatable floor mounted switch; a ground in signal communication with the first foot actuatable floor mounted switch; a first fuel valve in operable communication with the first solenoid; a second foot actuatable floor mounted switch; a second solenoid in signal communication with the second foot actuatable floor mounted switch and in communication with the first foot actuatable floor mounted switch; a ground in signal communication with the second foot actuatable floor mounted switch; a second fuel valve in operable communication with the second solenoid; where when the first switch is closed, the first solenoid and second solenoid become in signal communication with ground, and the first solenoid and second solenoid closes the first fuel valve and second fuel valve, respectively, which in turns stops the flow of fuel to the vehicle engine; and where when the second switch is closed, the first solenoid and second solenoid become in signal communication with ground, and the first solenoid and second solenoid closes the first fuel valve and second fuel valve, respectively, which in turns stops the flow of fuel to the vehicle engine. A vehicle kill switch retrofit kit comprising: a foot actuatable floor mounted switch, the foot actuatable floor mounted switch comprising a first contact located on a first side of the switch, and a second contact located on a second side of the switch; a first wire connected at a first end to a first contact on the foot actuatable floor mounted switch, with a second end configured to attach to an vehicle component; a second wire connected at a first end to a second contact on the foot actuatable floor mounted switch, with a second end configured to attach to an vehicle component; and a floor mounting bracket configured to attach the foot actuatable floor mounted switch to the floor of a vehicle.

A method for controlling an internal combustion engine, wherein a first engine control device generates a control signal to actuate a function of the engine. A switchover device transmits the control signal of the first control device to the engine to actuate the function of the engine. The first control device transmits a sign-of-life signal which indicates functionality of the control device to the switchover device. The first engine control device does not transmit the sign-of-life signal or transmits the signal incorrectly if a fault occurs which endangers proper actuation of the function of the engine by the first engine control device. If the sign-of-life signal of the first engine control device is not or is incorrectly received by the switchover device, the switchover device stops transmitting the control signals of the first engine control device and starts transmitting a control signal generated by a second engine control device to the engine to actuate the function of the engine.

In the case where a throttle valve has a sticking abnormality, a hybrid vehicle performs failsafe operation (limp home mode) with fixing the throttle valve to an opener position (S100) and sets a restoration diagnosis cooling water temperature T1 such as to decrease with a decrease in state of charge SOC of a battery (S120). When cooling water temperature Tw of the engine becomes equal to or higher than the restoration diagnosis cooling water temperature T1, the hybrid vehicle performs sticking restoration diagnosis to determine whether the throttle valve is restored from the sticking abnormality (S150). This allows for earlier diagnosis of whether the throttle valve is restored from the sticking abnormality at the lower state of charge SOC of the battery and enables the hybrid vehicle to return to normal operation at an earlier time. As a result, this ensures the more adequate sticking restoration diagnosis.