GO-KART WITH COMBUSTION ENGINE AND ADJUSTABLE POWER

Description

1. Scope of the invention

[0001] The field of the invention is that of karting, and more particularly of the control of the power of karts in use, for example in the context of a recreational or "enriched" practice.

[0002] More specifically, the invention relates to the implementation of such control, for internal combustion engine karts (also referred to as thermal karts hereafter). 2. Prior art

[0003] Karting has been practiced for many years. A kart is a very simple vehicle, generally based on a tubular chassis without suspension, essentially consisting of an engine, a seat for the driver, a steering wheel, and a pedal assembly including an accelerator and a brake pedal. The engine can be either internal combustion or electric.

[0004] Karting takes place on a track, either outdoors ("outdoor") or, as is increasingly common, indoors ("indoor"). A distinction can be made between competitive karting and recreational karting, which is most often done by renting karts (for example, for a series of laps lasting 10 or 15 minutes), or as part of organized events, such as half-day or evening activities, which can bring together a group of friends, colleagues, etc.

[0005] Recreational karting typically takes the form of one or more races on a karting track. Each user drives a kart and races, often completing several laps, with the goal being to be the fastest driver and therefore the first to cross the finish line.

[0006] This approach of competing among friends on rental karts satisfies many participants. However, there is a desire to broaden the number of participants and offer other complementary approaches.

[0007] It's common in the video game world (for example, "Mario Kart" (a registered trademark)) to find games that aren't limited to simple driving simulations. Players may also be able to obtain bonuses, such as by driving over an object that appears on the track, which grants a temporary speed boost, or conversely, penalties that reduce speed for a short time. Sometimes, a driver might even target another kart, for instance with a virtual missile, to slow it down (a penalty).

[0008] The applicant proposed an approach to applying similar enhancements in certain cases and for certain audiences using real go-karts, notably by offering the possibility of obtaining a speed boost (bonus) or, conversely, the possibility of applying a speed limit (penalty), thus combining the realism of driving with the fun aspect of go-karting. The objects on the track that lead to these bonuses or penalties can be simulated, for example, by projecting images or beams of light.

[0009] There are go-karts with internal combustion engines and, more recently, electric go-karts. Both types of go-karts are regularly used for traditional competitions (speed races).

[0010] However, applications implementing performance enhancements are currently being developed for electric karts. Indeed, the power of electric motors is easily adjustable via their electronic controllers: it is relatively simple to remotely control these controllers to alter or improve the performance, and therefore the speed, of the electric kart. The maximum electrical power that the electric motor can deliver is controlled, allowing for a simple and effective application of the bonus or penalty effect.

[0011] But, in the current state of technology, there is no solution to finely apply an order of degradation or increase of performance to a thermal kart engine, which is precise and constant, and it would be complex and costly to develop a solution similar to that of electric motor karts.

[0012] Indeed, remotely managing the power of a combustion engine would require, in particular, an electronic control unit (ECU) with at least one input sensor linked to the accelerator pedal (or handle).

[0013] Such electronic power control for a go-kart with a combustion (or electric) engine must be completely safe, particularly to prevent the risk of engine stalling during acceleration. This requires extremely reliable, redundant, and complex systems, as well as high-quality components, which would necessarily entail significant costs.

[0014] However, it is precisely to avoid such costs that internal combustion engine karts are often preferred. Indeed, besides the fact that electric karts are not suitable for all applications, they can prove relatively expensive, particularly due to their manufacturing and maintenance costs, and are especially more expensive than internal combustion engine karts.

[0015] Furthermore, the time required to recharge the batteries of such karts necessitates a substantial fleet of karts (even double the number of karts needed) to compensate for these unavailabilities during recharging, which also generates a significant additional cost, which is also unsatisfactory.

[0016] Finally, some tracks are already equipped with internal combustion engine karts, and do not wish to have to equip themselves with a second fleet or replace the fleet they have, but nevertheless wish to be able to offer fun applications, with the application of bonuses and penalties.

[0017] It would therefore be interesting to be able to use internal combustion engine karts to offer a fun karting experience with these speed-related enhancements, in a simple and effective way.

[0018] Of course, this should be done without compromising comfort, driving feel, or safety. In particular, the kart's behavior should remain safe and consistent under all circumstances, even when the driver releases or eases off the accelerator pedal, for safety reasons.

[0019] Furthermore, it would be important to preserve, as far as possible, the driving sensations, and in particular the behavior of the accelerator pedal, which should remain as identical as possible in all situations.

[0020] The patent holder has proposed a solution, described in patent document EP3259149, in the form of a housing comprising clamping means that simultaneously control the maximum opening of the throttle flap and the tension of the throttle cable. The throttle cable runs within a sheath, the position of which is variable in translation to modify the clamping force, under the action of a rotatable adjustment control. A compression spring is mounted on the throttle control, so as to compress when the throttle control is fully closed and acceleration continues.

[0021] This approach is interesting, but relatively complex technically, and difficult to assemble and adjust, particularly due to the rotational adjustment, the number of parts, and the mounting of the spring on the throttle control.

[0022] There is therefore a need for a practical, functional, simpler to implement, reliable and efficient solution for internal combustion engine karts, allowing remote control of the kart's maximum speed and therefore the maximum available engine power, and allowing for good comfort and driving sensations.

[0023] The invention aims in particular to provide answers to this need, and to address at least partially the drawbacks of the prior art. 3. Description of the invention

[0024] The invention addresses this need by proposing a go-kart with a thermal engine, in which said go-kart can receive bonuses or penalties, resulting respectively in an increase or a limitation of the available power, said go-kart implementing an accelerator cable connecting an accelerator pedal and a control lever driving in rotation an air intake flap controlling the quantity of air entering the engine, and control means receiving at least one control signal emitted by a remote transmitter.

[0025] The kart includes a movable stop controlling the movement of said operating lever so as to modify its range of movement and consequently a maximum opening level of the air intake flap, the movement of said movable stop being a function of said control signal.

[0026] According to the invention, a compensating spring is mounted in the extension of said accelerator cable, between the accelerator cable or a slide driven by said accelerator cable and the operating lever, said compensating spring acting in tension to lengthen progressively when said operating lever is in contact with said movable stop and the driver continues to press said accelerator pedal, so that the ranges of movement of said accelerator pedal are identical regardless of the position of said stop.

[0027] This provides a particularly simple and efficient assembly, compared to the previous art, with the spring mounted in line with the accelerator cable, to act in tension.

[0028] By implementing control means receiving a control signal and a stop which, depending on this signal or the absence of a signal, is mobile so as to modify the range of movement of the operating lever, the remote control of the engine performance of such a thermal kart proves to be relatively simple due to the number of elements involved in the effective implementation of these enhancements.

[0029] Furthermore, implementing elements that are mechanically or electronically simple allows for a solution that represents a minimal implementation cost.

[0030] Furthermore, the fact that the maximum opening level of the air intake flap is the adjustable parameter, and therefore the kart's maximum power, ensures that such a kart meets all necessary safety requirements. Indeed, regardless of the stop position, if the driver releases the accelerator, the kart operates in a conventional manner, and deceleration will occur in the same way under all conditions. Therefore, the stop position takes precedence over the driver's control during acceleration, but the driver retains the right to decelerate by releasing the accelerator pedal.

[0031] In other words, during racing phases where the user lifts their foot off the pedal to slow down, this kart functions like a traditional kart. However, during racing phases where the user presses the pedal to accelerate, the kart can, depending on the position of the stop, allow full or partial engine power.

[0032] A change in the position of the stop defines a change in the maximum opening level of the air intake flap and consequently a change in maximum power, but does not preclude a reduction in power. In other words, the invention has a "unidirectional aspect": during acceleration, the driver can accelerate, i.e., "press" the pedal, but the control system determines the maximum power; conversely, for deceleration, the kart operates conventionally. Thus, for decelerating the kart, the driver has priority (it is he who decides, by releasing the accelerator).

[0033] According to one aspect of at least one embodiment of the invention, a compensating spring is mounted between the throttle cable or a slide driven by said throttle cable and the operating lever, such that the travel ranges of said throttle pedal remain substantially unchanged regardless of the state of the stop. The pilot can move the pedal through its entire travel (it is not locked in an intermediate position that could surprise or hinder the pilot), although the control means limit the maximum power (the pedal's movement at the end of its travel may not affect the opening of the throttle plate).

[0034] In this way, regardless of the stop's position, the accelerator pedal's travel range will be identical for the user. This allows for better control of deceleration, as the action of partially or fully lifting the foot from the accelerator pedal to modulate deceleration remains unchanged regardless of the stop's position.

[0035] According to one aspect of at least one embodiment of the invention, the kart includes a feedback loop controlling the position of said movable stop, as a function of information representative of the instantaneous power and / or instantaneous speed of said kart.

[0036] Thus, the position of the stop can be adjusted continuously and precisely to maintain a specific maximum power or speed of the kart.

[0037] According to one aspect of at least one embodiment of the invention, said movable stop is mounted at the end of a piston whose movement is controlled by said control means receiving said control signal.

[0038] According to one aspect of at least one embodiment of the invention, said operating lever is mobile in rotation about a first axis of rotation.

[0039] According to one aspect of at least one embodiment of the invention, said first axis of rotation is common with a second axis of rotation of said air inlet flap.

[0040] This simplifies the mechanical assembly of such a kart and therefore its implementation on pre-existing karts.

[0041] According to one aspect of at least one embodiment of the invention, said control lever has a first end connected to said compensating spring and a second end that can come into contact with said movable stop.

[0042] According to one aspect of at least one embodiment of the invention, the internal combustion engine go-kart is intended for recreational applications, in which said go-kart can receive bonuses or penalties, resulting respectively in an increase or a limitation of the available power, said limit being able to take at least three states: an intermediate state, corresponding to an intermediate level of maximum speed, applied in the absence of a control signal assigning a bonus or a penalty; a penalty state, corresponding to a reduced level of maximum speed, said reduced level being lower than said intermediate level, and applied in the presence of a control signal assigning a penalty; a bonus state, corresponding to an increased level of maximum speed, said increased level being higher than said intermediate level, and applied in the presence of a control signal assigning a bonus.

[0043] The kart of the invention adjusts accordingly, for example continuously via a feedback loop, the stop position adapted to maintain the desired state.

[0044] According to one embodiment of the invention, said movable stop acts on said operating lever by means of a tie rod so as to modify its range of movement and consequently said maximum opening level of said air inlet flap.

[0045] According to one embodiment of the invention, said control means comprise an actuator connected to said movable stop by means of a connecting rod, the movement of said actuator being controlled by said control means receiving said control signal. 4. Description of the invention

[0046] Other advantageous features of the invention will become clearer upon reading the following description of a preferred embodiment of the invention, given by way of simple illustrative and non-limiting example, and the accompanying drawings, among which: [ Fig 1 ] is a perspective view of an example of a nitro go-kart; [ Fig 2 ] illustrates the known operating mode of an engine power management system of the figure 1 , the shutter being in the closed position; Fig 3 ] illustrates the known operating mode of an engine power management system of the figure 1 , the shutter being in the open position; Fig 4 ] is a schematic side view of a thermal go-kart according to an embodiment of the invention, in which the movable stop is in a bonus state; [ Fig 5 [ ] is a schematic side view of a thermal kart according to the embodiment of the figure 1, in which the movable stop is in a state of malus; [ Fig 6 ] is a schematic view detailing the movement of the movable stop into the penalty position; [ Fig 7 ] is a schematic view detailing the movement of the movable stop into an intermediate position; [ Fig 8 ] is a schematic view detailing the transition of the movable stop into the bonus position; [ Fig 9 ] is a perspective view of a thermal go-kart according to another embodiment of the invention in which the movable stop is in an intermediate state, at idle, with the pedal lifted; [ Fig 10 ] is a perspective view of a thermal kart according to the implementation method of the figure 9 in which the movable stop is in an intermediate state, pedal fully accelerated, and [ Fig 11 ] is a diagram illustrating the method of controlling a thermal kart according to an embodiment of the invention. 5. Description of an embodiment 5.1 Conventional throttle control system

[0047] There figure 1This presents a perspective view of an example of a go-kart that can implement the invention. It typically comprises a chassis 900, four wheeled sections 901, and a seat 902 in which the go-kart driver sits. A pedal assembly 903 carries an accelerator pedal A and a brake pedal B. This pedal assembly can be slidably mounted on a central beam 904 attached to the chassis 900. In some variations, the pedals can be replaced by other actuators, for example, paddle shifters on the steering wheel. The steering wheel 905 is mounted on a steering column 906, which in this case acts on the front wheels. A combustion engine (not shown) drives the rear wheels.

[0048] THE figures 2 And 3 illustrates the known operating principle of an accelerator management system, where the pedal action is transmitted to the air intake flap via a cable (or rod). This flap is in the closed position ( figure 2) and in the open position ( figure 3 ).

[0049] As illustrated on the figures 2 And 3 A conventional accelerator control system for a thermal kart uses an accelerator cable 1, running in a sheath 11, and connecting an accelerator pedal A and a control lever 4. This control lever 4 has the role of rotating an air intake flap 5 which controls the amount of air entering the engine through an air duct 2.

[0050] Here, the operating lever 4 is mounted to rotate freely around a first axis of rotation 3. In this embodiment, this first axis of rotation is common with the axis of rotation (second axis) of the air inlet flap 5.

[0051] The more the throttle valve is open—that is, the greater the amount of air entering the engine—the higher the power output of the engine, and therefore the speed. Indeed, the power of an internal combustion engine is directly related to the airflow entering the engine and thus to the opening of the air intake flap 5.

[0052] By pressing the accelerator pedal A, the accelerator cable 1, running in the sheath 11, pulls the operating lever 4 of the air intake flap 5 and opens it.

[0053] By lifting the accelerator pedal A to slow down, the accelerator cable 1 is released, the lever closes the flap and the power drops.

[0054] A return spring 6, connected to the accelerator cable 1, tends to return the lever to the "closed flap" position when the pedal is released. This return spring 6 is connected to a rod 7 which absorbs the forces exerted by the accelerator pedal and transmits them to the operating lever 4 with which this rod 7 is in contact.

[0055] When accelerating, especially at full throttle, the return spring 6 is compressed ( figure 3 ). By lifting the accelerator pedal A to slow down, the accelerator cable 1 is released, the return spring 6 then pushes back the rod, which then pushes the operating lever and closes the flap ( figure 2 The power is reduced.

[0056] There figure 2 This illustrates a conventional throttle control system when the air intake flap 5 is in the closed position. As shown in this figure, the return spring 6 is released and exerts a force on the operating lever 4.

[0057] The air inlet flap 5 is, under the action of the lever 4, pivoted in a plane not parallel, and almost perpendicular, to the axis of the air duct 2 and allows a minimum quantity of air or even zero to pass through so that the engine power is greatly reduced.

[0058] This position of the air intake flap corresponds to a position in which the pilot is not pressing the accelerator pedal A.

[0059] There figure 3 This illustrates a conventional accelerator control system when the air intake flap 5 is in the open position. As shown in this figure, the return spring 6 is fully compressed by the pulling action of the cable 1 connected to the pedal A, which is depressed, and controls, via the rod 7, the movement of the operating lever 4.

[0060] The air inlet flap 5 is pivoted in a plane parallel to the air duct 2 and allows a maximum amount of air to pass through the duct so that the engine power is at its maximum.

[0061] When the pedal is released, the return spring 6 relaxes (more or less depending on the position of the pedal) and the lever 4 moves accordingly, controlling the level of opening of the flap 5, and therefore the power delivered by the motor. 5.2 Maximum Power Management System

[0062] The general principle of the invention is based on the implementation of a simple, reliable, efficient and inexpensive solution for a go-kart with a thermal engine to remotely control the maximum speed of the go-kart.

[0063] The described embodiments correspond to playful applications, in which the kart can notably receive bonuses or penalties, resulting respectively in an increase or a limitation of the available power (and therefore of the maximum speed).

[0064] This increase or limitation of available power is based in particular on the implementation of a stop acting on an operating lever of the air intake flap and which can take several positions (incremented or in a continuously variable way) in order to modify the range of movement of this operating lever and consequently modify the maximum opening level of the air intake flap, thus allowing the maximum available power of the kart engine to be varied.

[0065] In particular, possible "states" can be defined for the stop corresponding to orders received from a server or a remote control, corresponding for example to a reduced speed state (the kart is subject to a penalty for a period of time), a standard speed state (which does not correspond to the maximum available power), and an increased speed state (the kart benefits from a bonus).

[0066] These stop positions, and therefore the maximum opening of the flap, are set according to a control signal received in the kart by receiving devices and transmitted by a remote server and / or another kart. The received control signal drives control devices capable of moving the stop to the desired position corresponding to the commanded state.

[0067] This stop state corresponds to a maximum level of opening of the inlet flap: depending on the position of this flap, the air intake will be more or less reduced or increased, and a specific maximum power level, therefore speed, will be available.

[0068] In a simplified version, the received signals directly correspond to the desired state, and the stop then takes a corresponding predefined position. However, in this case, the available maximum speed can vary considerably, depending on various criteria including the engine's settings and specific characteristics, the driver's weight, track conditions, etc. For greater precision, and to ensure that the states correspond to a given maximum speed, it is possible to fine-tune the stop's position, notably using a feedback loop, based on the kart's measured speed (either by the kart itself or by a remote system, which then regularly sends instructions to reduce or increase the maximum speed, moving the stop accordingly).

[0069] It should be noted that the controlled movement takes priority in closing the cover over the driver's request to open it. In other words, even if the driver continues to accelerate (by "slamming on the accelerator pedal," for example), the stop ensures that once the maximum power (corresponding to a selected state) is reached, the kart can no longer accelerate (it is limited). Conversely, primarily for safety reasons, the driver retains priority in slowing the kart down by releasing the accelerator pedal. During phases where the driver lifts their foot off the accelerator pedal to slow down, the system of the invention functions in the same way as a traditional kart system, ensuring maximum safety for the driver.

[0070] During phases where the driver presses the accelerator pedal to accelerate, the system, in particular the stop, can therefore, according to the programming of its remote control (which emits the control signal), allow the full or partial power of the engine.

[0071] Preferably, the received signal can only result in the air flap closing; that is, an uncontrolled maneuver or a malfunction of the control system can only reduce the engine's maximum power, thus ensuring maximum safety for the kart and the driver. For example, since the stop is mounted at the end of a piston, the piston is designed so that by default (and therefore in case of system failure) it places the stop in the position delivering the lowest maximum power (corresponding to a penalty state, for example).

[0072] In addition to safety, it is also desirable to ensure comfort and driving feel. To prevent the stop's action from reducing the travel of the accelerator pedal (or another actuator, such as a throttle grip), a compensating spring is provided, replacing the rigid rod 7 of the prior art. Thus, when the lever 4 contacts the stop 9, depending on the stop's position, the accelerator pedal A can still move: the driver can continue to "accelerate," that is, to operate the accelerator pedal A, but this does not result in actual acceleration (the throttle plate cannot be opened further). The compensating spring 8 accommodates the additional movement of the accelerator pedal A, without affecting the engine's power output.

[0073] In this way, the range of travel of the accelerator pedal remains the same, regardless of the state of the stop.

[0074] The compensating spring 8 is placed in series with the accelerator cable 1, that is to say, in line with it. In the embodiments described below, it replaces the rod 7 of the prior art ( figures 2 And 3 ). In other versions, it can be placed near the accelerator pedal, or be associated with a rod of reduced size.

[0075] In other embodiments, the accelerator cable and its sheath can be replaced by a rod.

[0076] We will now present in more detail, in relation to the figures 4 to 8 , a first embodiment of the invention.

[0077] As illustrated on the Figures 4 and 5The kart uses an accelerator cable 1 connecting an accelerator pedal A and a control lever 4. This control lever 4, as with a conventional system, has the role of rotating an air intake flap 5 controlling the amount of air that enters the engine through an air duct 2.

[0078] Here, the operating lever 4 is mounted to rotate freely around a first axis of rotation 3. In this embodiment, this first axis of rotation is common with the axis of rotation (second axis) of the air inlet flap 5.

[0079] The fact that the first axis of rotation of the operating lever and the second axis of rotation of the air intake flap are combined allows for a more compact system and simplifies its design, as only one mechanical axis is required. However, other lever configurations are possible. In particular, embodiments could be designed in which the first axis of rotation of the operating lever and the second axis of rotation of the air intake flap are separate.

[0080] According to the invention, the internal combustion engine kart includes a movable stop 9 which can act on the operating lever 4, and control means 10 receiving at least one control signal emitted by a remote transmitter E.

[0081] According to the invention, this movable stop 9 can act on the operating lever 4 to modify its range of movement and pivoting around the first axis of rotation 3. In this way, by modifying the range of movement of the operating lever 4, the maximum opening level of the air inlet flap 5, and therefore the maximum engine power, are modified. This modification of the range of movement of the operating lever 4, depending on the state of the movable stop 9, is carried out according to the control signal received by the control means 10, which influence the position of the movable stop.

[0082] In this embodiment, the movable stop 9 is mounted at the end of a piston 90 whose movement is controlled by the control means 10 receiving the control signal. Therefore, it is the movement of the piston 90 that moves the movable stop through at least three states: an intermediate state P0, corresponding to an intermediate level of maximum speed, applied in the absence of a control signal assigning a bonus or a penalty; a penalty state P1, corresponding to a reduced level of maximum speed, said reduced level being lower than said intermediate level, and applied in the presence of a control signal S1 assigning a penalty; a bonus state P2, corresponding to an increased level of maximum speed, said increased level being higher than said intermediate level, and applied in the presence of a control signal S2 assigning a bonus.

[0083] Of course, other states can be defined, between the bonus state P2 and the penalty state P1. Each state corresponds to a maximum speed, which is set by the position of the stop.

[0084] According to this first embodiment, the kart further includes a compensating spring 8 mounted between the accelerator cable 1 and the operating lever 4 and acting in tension, so that the travel ranges of the accelerator pedal A are identical in at least three states P0, P1, P2.

[0085] More specifically, this compensating spring 8 is connected to the control lever 4 by means of a first end 41 of this operating lever 4, the second end 42 of this operating lever 4 being able to come into contact with the movable stop 9 regardless of its position.

[0086] In other words, the throttle cable no longer pulls directly on the operating lever, but instead pulls on one end of the compensating spring. The other end of the compensating spring then pulls on the operating lever to open the air intake flap 5. This spring prevents the cable, and therefore the pedal, from being blocked, even when the lever, and thus the linkage, is blocked by the stop. As a result, the rider maintains the same pedal feel regardless of the condition (penalty, standard, bonus, etc.) and position of the stop.

[0087] As illustrated in Figures 4 and 5This compensating spring is connected to the accelerator cable 1 via the conventional return spring 6. When accelerating, especially at full throttle, the return spring 6 is compressed regardless of the position of the sliding stop. In other words, this return spring always acts in the same way regardless of the position of the sliding stop 9, while the compensating spring can be tensioned to a greater or lesser extent depending on the position of the sliding stop 9.

[0088] In this way, regardless of the position of the movable stop, the user's response to the accelerator pedal remains unchanged, allowing for better control of the kart, particularly during deceleration phases, i.e., when partially lifting off the accelerator. The driver thus always experiences the same pedal feel.

[0089] We now present, in relation to the figures 6 to 8, the passages in positions corresponding to the three states of the movable stop 9.

[0090] There figure 7 This represents the transition of the movable stop 9 to an intermediate, or standard, state, P0, corresponding to an intermediate level of maximum opening N0 of the air inlet flap 5. In this case, it can be assumed that the remote transmitter E does not emit any signal assigning a bonus or penalty. In the absence of a signal, these control means issue a control instruction C0 so that the movable stop 9 transitions to an intermediate state P0, corresponding to an intermediate level of opening of the air inlet flap 5. In this way, the engine power remains unchanged compared to the power output under normal conditions.

[0091] Alternatively, a signal regularly confirming the current state, or a decrease or increase in the maximum opening of the flap for precise adjustment, can be implemented. Thus, according to one embodiment, the kart can implement a feedback loop controlling the position of the movable stop 9 corresponding to states P0, P1, P2, based on information representing the instantaneous power and / or instantaneous speed of the kart.

[0092] This representative information could, for example, be a rotation speed of the drive wheels or a speed determined by geolocation means.

[0093] There figure 6This represents the movement of the movable stop 9 into a penalty state P1, corresponding to a reduced maximum opening level N1 of the air inlet flap 5. To achieve this, the remote transmitter E sends a control signal S1 assigning a penalty, which is received by the control means 10. These control means then send a control instruction C1 so that the movable stop 9 moves into a position corresponding to this penalty state P1, corresponding to a reduced maximum opening level N1 of the air inlet flap 5, lower than its intermediate level. In this way, the engine power is also reduced.

[0094] This transition to a penalty state is achieved by moving the piston 90 to a maximum position in which the piston is fully deployed out of its housing.

[0095] According to one embodiment of the invention, the control means can be equipped with a timer so that after a predefined period of time, the control means issue a control instruction C0 so that the movable stop returns to a position corresponding to the intermediate state P0.

[0096] There figure 8 represents the passage of the movable stop 9 into a bonus state P2, corresponding to an increased maximum opening level N2 of the air inlet flap 5. To do this, the remote transmitter E emits a control signal S2 assigning a bonus which is received by the control means 10.

[0097] These control means issue a control instruction C2 so that the movable stop 9 enters a bonus state P2, corresponding to an increased maximum opening level N2 of the air inlet flap 5, higher than its intermediate level. In this way, the engine power is also increased.

[0098] This transition to a bonus state is achieved by sliding the piston 90 to a position in which the movable stop is retracted to the maximum.

[0099] It should be noted that, according to one embodiment of the invention, if the movable stop is already in a bonus state P2, the control means do not issue a new command instruction to switch to a bonus state.

[0100] According to one embodiment, a return to the standard state can be decreed after a predefined period of time without any signal having been received.

[0101] The control means can be electronically regulated via a feedback loop which regulates the position of the movable stop 9, according to information representative of the instantaneous power and / or instantaneous speed of the kart.

[0102] This allows for precise adjustment, by verifying that the position of the stop is consistent with the speed of the kart and / or control information received continuously.

[0103] To further illustrate the bonus and penalty states, we now detail, in relation to the Figures 4 and 5 , the position of the different components of the kart in these states.

[0104] There figure 4 illustrates the kart when the movable stop 9 is in a bonus state P2.

[0105] As already described, this state corresponds to an increased maximum opening level N2 of the air inlet flap 5. As illustrated in this figure, the compensating spring 8 is at rest, no force being exerted on the operating lever 4 at the end 41. Furthermore, the movable stop 9 is retracted to the maximum and also exerts no force on the operating lever 4 at the end 42.

[0106] As illustrated, the air intake flap is placed in a plane parallel to the air duct 2 and allows the maximum amount of air to pass through so that the engine power is at its maximum when the accelerator pedal is fully depressed.

[0107] There figure 5 illustrates the kart when the movable stop 9 is in a penalty state P1.

[0108] As already described, this state corresponds to a reduced maximum opening level N1 of the air inlet flap 5. In this state, the air inlet flap 5 is pivoted in a plane not parallel to the air duct 2, when the accelerator pedal is fully depressed, and allows a reduced amount of air to pass through so that the engine power is reduced.

[0109] As illustrated on this figure 5The movable stop 9 is extended and exerts force on the operating lever 4 at its end 42. This force limits the pivoting of the operating lever 4, which stretches, or lengthens, the compensating spring 8, effectively putting it under tension when the accelerator pedal is depressed. The accelerator pedal travel ranges thus remain constant in all positions, while the maximum opening of the flap varies.

[0110] We now present, in relation to the figure 11 , the corresponding control procedure. As illustrated, this procedure includes, in particular, the following steps, implemented in the kart: reception 101 of at least one control signal S1, S2 emitted by the remote transmitter E, representing a bonus or a penalty, corresponding respectively to an increase or a limitation of the available power, actuation 102 of the movable stop 9 acting on the operating lever 4 causing the air inlet flap 5 to rotate, controlling the quantity of air entering the engine, so as to modify the range of movement of the operating lever 4 and consequently the maximum opening level N0, N1, N2 of the air inlet flap 5, according to the control signal S1, S2.

[0111] In connection with the figure 5 And to arrive at the position illustrated in this figure, the process of controlling the thermal kart in order to apply a penalty to the kart includes the following steps: reception 101 of at least one control signal S2 emitted by the remote transmitter E, representing a penalty, corresponding to a limitation of the available power, actuation 102 of the movable stop 9 towards a position corresponding to the penalty state P1, so as to modify the range of movement of the operating lever 4 and consequently a maximum opening level of the air inlet flap 5.

[0112] In connection with the figure 4 And to arrive at the position illustrated in this figure, the process of controlling the thermal kart in order to award a bonus to the kart includes the following steps: reception 101 of at least one control signal S1 emitted by the remote transmitter E, representing a bonus, corresponding to an increase in available power, actuation 102 of the movable stop 9 towards a position corresponding to the bonus state P2, so as to modify the range of movement of the operating lever 4 and consequently the maximum opening level of the air inlet flap 5.

[0113] Furthermore, in this embodiment, the kart control method includes a compensation step 103 for a limitation of the movement of the control lever 4, achieved using the compensation spring 8 mounted between the accelerator cable 1 and the control lever 4.

[0114] In this way, the accelerator pedal A remains mobile over a single predefined range of movement.

[0115] As illustrated on the figure 11, this kart also includes a regulation step 104 of the state of the movable stop 9, based on information representative of the instantaneous power and / or instantaneous speed of the kart.

[0116] This allows for an additional safety measure by verifying that the position of the stop is consistent with the speed of the kart, and by alerting the driver to any potential maintenance needs for the kart.

[0117] Such a regulatory step can, for example, be implemented regularly, or over a given period of time.

[0118] This control method can be implemented to manage multiple karts in a recreational setting. Each kart receives commands from a server via a suitable radio communication system. The server can access the location data of each kart and determine actions (penalties, bonuses, etc.) based on various criteria (actions of the kart itself or another kart, decisions made by a third party or the public, decisions made by the track manager, random selection, etc.).

[0119] As described previously, such karts, as well as the corresponding method, have recreational applications. The invention can also be implemented for applications to improve racing conditions, for example the simulation of a lead weight box (a lead weight box allows for the placement of lead masses, enabling the kart to be ballasted, to balance performance, for example according to the weights and / or skill levels of the drivers), the homogenization of the performance of karts in a fleet of thermal karts (engines are often significantly disparate from one kart to another, in terms of performance), and safety (slowing down a dangerous kart, or a fleet of karts...).

[0120] The invention can also allow the power to be adapted according to age (for example to allow a child to drive an adult kart, the power being reduced compared to the same kart when used by an adult). 5.3 Second embodiment of the invention

[0121] THE figures 9 And 10 illustrate the means of controlling the opening of flap 5 of a thermal go-kart according to a second embodiment of the invention. On these figures 9 And 10 The movable stop is in an intermediate state, the cable being slack (accelerator pedal released) on the figure 9 , and pulled (accelerator pedal depressed) onto the Figure 10 .

[0122] In this second embodiment, the movable stop 9' does not act directly on the operating lever 4', as is the case in the first embodiment presented, but indirectly, via a tie rod 15 connected to the operating lever 4', so as to control its range of movement and consequently the maximum opening level of the air inlet flap 5. In this embodiment, the control means comprise a rotatable actuator 10' (rather than a piston) capable of rotating a control lever 16 according to the desired state. A precise position of this control lever can be obtained, depending on the commands received by the actuator 10), to move it angularly. The free end of this control lever 16 is connected to the movable stop 9' by means of a connecting rod 90'.

[0123] The stop 9' is movable in translation relative to a fixed plate 12, parallel to the axis of movement of a slide 14 connected to the end of the accelerator cable 1.

[0124] The maximum degree of opening of the air inlet flap 5 is therefore conditioned by the position of the stop 9', controlled by the actuator 10'.

[0125] More specifically, in the relaxed position of the figure 9 The return spring 8' acts on the slide 14 to return it to a rest position (to the left in the figure). The slide 14 has a notch 141, which receives one end of the tie rod 15. The leftward movement of the slide 14 causes the tie rod 15 to move in substantially the same direction, the other end of which rotates the lever 4', and therefore the flap 5, which is free to rotate about the same axis.

[0126] Thus, under the effect of the return spring 8', the flap 5 closes.

[0127] When the driver presses the accelerator pedal, the accelerator cable tightens ( Figure 10 ). It moves the slide 14 to the right in the figure, and simultaneously stretches, or lengthens, the return spring 8' (so that it brings the slide back to the left as soon as the accelerator pedal is released or relieved).

[0128] On the figures 9 And 10 The stop is in a position corresponding to an intermediate state. To switch to a penalty state (or reduced maximum power), lever 16 is moved counterclockwise, moving the stop 9' to the left in the diagrams. To switch to a bonus state (or increased maximum power), lever 16 is moved counterclockwise.

[0129] There Figure 10 allows us to distinguish two phases: In the first phase, the acceleration works conventionally: the action on the accelerator cable 1 moves the slide 14 to the right in the figure, and the tie rod 15 follows the same movement, its first end 15A remaining in contact with the notch 141 of the slide 14, and thus ensures the opening of the flap 5, via the lever 4'. The compensating spring 6 connecting the slide 14 to the lever 4' maintains a substantially unchanged tension during this phase and ensures that the first end of the tie rod 15 remains in contact with the notch 141. As soon as the cable 1 is released or relieved, the return spring 8' brings the slide 14 back, which drives the tie rod 15 to control the flap 4' and reduce the air intake; In a second phase, when the maximum power, set via the actuator 10' and the command it received, is reached, the first end 15A of the tie rod 15 comes into contact with the stop 9' (situation illustrated on the Figure 10) and disengages from the slide 14 and its notch 141. The slide 14 continues its movement under the action of the cable 1, thus allowing the pilot to maintain control of the accelerator pedal throughout its entire range of motion. However, the tie rod 15 is stopped by the stop 9'. Consequently, the flap 5 remains stationary in a maximum open position fixed by the stop. During this phase, the compensating spring 6 is tensioned, since the lever 4' is no longer moving.

[0130] It should be noted that the second end 15B of the tie rod is connected to the operating lever 4'.

[0131] The adjustment in this second embodiment is similar to the first embodiment, with the stop 9' allowing the definition of at least three states: an intermediate state P0 (illustrated on the figures 9 And 10), corresponding to an intermediate level of maximum speed, applied in the absence of a control signal assigning a bonus or a penalty, and resulting in a movement of the actuator 10' so as to place the stop 9' in this intermediate state; a penalty state P1, corresponding to a reduced level of maximum speed / power, the reduced level being lower than said intermediate level, and applied in the presence of a control signal S1 assigning a penalty, and resulting in a movement of the lever 16 towards the operating lever 4' (to the left in the figures) so as to place the stop 9' in this penalty state, reducing the stroke of the tie rod 15, and consequently the maximum opening of the flap 5;a bonus state P2, corresponding to an increased level of maximum speed / power, this increased level being higher than the intermediate level, and applied in the presence of a control signal S2 awarding a bonus, and causing a movement of the lever 16 towards the accelerator cable 1 (to the right in the figures) so as to place the stop 9' in this bonus state, increasing the stroke of the tie rod 15, and consequently the maximum opening of the flap 5. ;

[0132] More than three states, or only two states, are possible. Furthermore, for each state, the exact position of the stop can be refined, in real time, periodically or on demand, so that the maximum power is itself precisely adjusted.

Claims

1. Thermal-engine kart using an accelerator cable (1) connecting an accelerator pedal (A) and a manoeuvring lever (4, 4') rotating an air-inlet flap (5) controlling the quantity of air entering the engine, and control means (10) receiving at least one control signal emitted by a remote transmitter (E) comprising a movable stop (9, 9') controlling the movement of said manoeuvring lever (4, 4') so as to modify the range of movement thereof and consequently a maximum opening level of the air-inlet flap (5), the movement of said movable stop (9, 9') being dependent on said control signal, characterised in that a compensation spring (8, 8') is mounted in line with said accelerator cable (1), between the accelerator cable (1) or a slide (14) driven by said accelerator cable (1) and the manoeuvring lever (4, 4'), said compensation spring (8, 8') acting under traction to extend gradually when said manoeuvring lever (4, 4') is in contact with said movable stop (9, 9') and a driver continues to press on said accelerator pedal (A), so that the ranges of movement of said accelerator pedal (A) are identical whatever the position of said stop (9, 9').

2. Kart according to claim 1, characterised in that it uses a feedback loop controlling the position of said movable stop (9, 9') according to information representing the instantaneous power and / or the instantaneous speed of said cart.

3. Kart according to either one of claims 1 and 2, characterised in that said manoeuvring lever (4, 4') is able to rotate about a first rotation axis (3).

4. Kart according to claim 3, characterised in that said first rotation axis is common with a second rotation axis of said air-inlet flap (5).

5. Kart according to any one of claims 1 to 4, intended for gaming applications, wherein said kart can receive bonuses or debuffs, resulting respectively in an increase in or a limitation of the available power, said stop (9 9') making it possible to define at least three states: - an intermediate state (P0), corresponding to an intermediate maximum speed level, applied in the absence of a control signal attributing a bonus or a debuff; - a debuff state (P1), corresponding to a reduced maximum speed level, said reduced level being below said intermediate level, and applied in the presence of a control signal (S1) attributing a debuff; - a bonus state (P2), corresponding to an increased maximum speed level, said increased speed level being above said intermediate level, and applied in the presence of a control signal (S2) attributing a bonus.

6. Kart according to any one of claims 1 to 5, characterised in that said movable stop (9) is mounted at the end of a piston (90) the movement of which is controlled by said control means (10).

7. Kart according to any one of claims 1 to 6, characterised in that said manoeuvring lever (4) has a first end (41) connected to said compensation spring (8) and a second end (42) that can come into contact with said movable stop (9).

8. Kart according to one of claims 1 to 7, characterised in that said movable stop (9') acts on said manoeuvring lever (4') by means of a tie rod (15).

9. Kart according to claim 8, characterised in that said control means (10) comprise an actuator (10') connected to said movable stop (9') by means of a lever (16) and / or a linkage (90').