217 results about "Electronic throttle control" patented technology

Escape running performance at the time of the occurrence of an abnormality in an electronic throttle control system is improved. At the time of the occurrence of a severe abnormality, an abnormality storage element is operated, and an electric supply load relay of a throttle valve driving motor is de-energized to return a throttle valve to the default, and further, an alarm display is actuated, and an upper limit engine rotational speed is suppressed by control of a fuel injection valve, and escape running is carried out. As a suppression rotational speed, a lower limit threshold at a stop, a rotational speed substantially in proportion to the output of an accelerator position sensor, a rotational speed substantially in inverse proportion to the output of a throttle position sensor, or a default threshold rotational speed is selected, and multiple escape running can be carried out.

A handlebar throttle controller includes a cylindrical housing adapted to be rotatably mounted to an end of a handlebar, and a rotary shaft supported within the housing for relative rotation about a longitudinal axis. A first spring angularly biases the shaft toward a first angular position, while at least one of a cam and follower arrangement and a friction element and reaction element arrangement generates a first torque characteristic resisting relative rotation of the shaft when the shaft is rotated in a first direction relative to the housing, and a second torque characteristic resisting relative rotation of the shaft within the housing when the shaft is rotated in a second direction relative to the housing. A sensor on the housing generates an electrical output representative of an instantaneous angular position of the shaft relative to the housing, for use, for example, in an electronic throttle control system.

A boat control system can include a propulsion unit controller, a port outboard motor, and a starboard outboard motor. The propulsion unit controller can includes an electronic throttle valve control section, an electronic shift control section, an electronic steering control section, a target control value calculating section, and a GPS receiver. The target control value calculating section can be adapted to calculate engine revolutions and steering angles corresponding to target values of the port outboard motor and the starboard outboard motor based on target values preset by an operator and values detected by the GPS receiver.

An engine fault diagnostic system includes a diagnostic module that generates a manifold absolute pressure (MAP) error signal and that generates a mass air flow (MAF) error signal. A security module generates an air flow fault when the MAP error signal exceeds a MAP threshold and the MAF error signal exceeds a MAF threshold.

The invention discloses an electromobile range extender and a control method. The electromobile range extender consists of an engine, an engine ECU (Electronic Control Unit), an electronic throttle valve controller, a direct current starter, an engine speed sensor, an alternating current permanent magnet synchronous motor, a three-phase full-control rectifier, filter capacitors, voltage sampling resistors, a current sensor, a freewheeling diode and a three-phase full-control rectifying voltage regulation phase-shift trigger, wherein the engine is started by the starter and then drags the alternating current permanent magnet synchronous motor to generate electricity and output the three-phase alternating current voltage to the thyristor three-phase full-control rectifier; after the direct current pulsating voltage output by the rectifier is filtered by the two filter capacitors connected in series, the three-phase full-control rectifying voltage regulation phase-shift trigger acquires the output voltage and current of the range extender to obtain the output power, and adjusts a conduction angle according to the power to realize closed-loop control of the power; and the electronic throttle valve controller acquires the engine speed, adjusts the throttle valve opening, and realizes the closed-loop control of the engine speed. The electromobile range extender and the control method have the advantages of low cost and high control precision.

A boat control system can include a propulsion unit controller, a port outboard motor, and a starboard outboard motor. The propulsion unit controller can includes an electronic throttle valve control section, an electronic shift control section, an electronic steering control section, a target control value calculating section, and a GPS receiver. The target control value calculating section can be adapted to calculate engine revolutions and steering angles corresponding to target values of the port outboard motor and the starboard outboard motor based on target values preset by an operator and values detected by the GPS receiver.

An engine fault diagnostic system includes a diagnostic module that generates a manifold absolute pressure (MAP) error signal and that generates a mass air flow (MAF) error signal. A security module generates an air flow fault when the MAP error signal exceeds a MAP threshold and the MAF error signal exceeds a MAF threshold.

An engine control system in a vehicle including an internal combustion engine, an electronic throttle controlling air flow to the internal combustion engine, a controller controlling the position of the electronic throttle, an accelerator pedal having an accelerator pedal sensor that generates a signal to the controller, and where the controller computes a rate of change for the accelerator pedal and actuates the electronic throttle to a desired position based upon the rate of change for the accelerator pedal.

The invention relates to a device for preventing selected users from driving a vehicle above a particular speed. The speed limit value can be programmed by the selected users by driving the vehicle at a desired speed limit and providing programming instruction. The device provides, from acceleration control signals received from the acceleration pedal, altered acceleration control signals. When in non speed limiting mode, the device simply forwards the acceleration control signals to the engine control unit or the electronic throttle controller. When in speed limiting mode, the device makes no change to the acceleration control signals if the vehicle speed is below the speed limit value and alters the acceleration control signals if the vehicle speed reaches the speed limit value, in order to limit the speed of the car.

Evacuation operation performance is improved when any abnormality occurs in an electronic throttle control system. When any serious abnormality occurs, a first abnormality storage element (133) operates, a load relay for a power supply circuit (104a) of a throttle valve open / close controlling motor (103) is de-energized to operate a first alarm and display (109a). Thus a first device carries out the evacuation operation by a fuel cut control. When any slight abnormality occurs, a second abnormality storing element (136) comes to actuate thereby a second alarm and display (109b) being operated. Thus a second device carries out the evacuation operation using together a throttle valve opening control by the motor 103 and the fuel cut control.

Evacuation operation performance is improved when any abnormality occurs in an electronic throttle control system.When any serious abnormality occurs, a first abnormality storage element (133) operates, a load relay for a power supply circuit (104a) of a throttle valve open / close controlling motor (103) is de-energized to operate a first alarm and display (109a). Thus a first device carries out the evacuation operation by a fuel cut control.When any slight abnormality occurs, a second abnormality storing element (136) comes to actuate thereby a second alarm and display (109b) being operated. Thus a second device carries out the evacuation operation using together a throttle valve opening control by the motor 103 and the fuel cut control.

The invention discloses a self-learning inverse model control method of an electronic throttle. The control method comprises two parts: 1) taking a radial basic function neural network as a recognizer to create the non-linear model of the electronic throttle; 2) taking another RBF neural network to serve as an inverse model controller to obtain an appropriate control amount. The two RBF neural networks adopt a self-learning strategy which comprises an off-line learning step and an on-line learning step. In off-line learning, the two RBF neural networks adjust and optimize network weighting parameters according to on-site sample data; after the off-line learning is completed, an on-line learning algorithm is adopted to adjust and optimize the network weighting parameters of the two RBF neural networks, and then the control performance can meet the requirements. The invention can overcome the difficulties of nonlinearity, time varying and the like in electronic throttle control and improve the control effect and performance.

The invention discloses an electronic throttle valve adaptive backstepping control method based on a Romberg sliding-mode observer, and relates to the technical field of automobile electronic control. Firstly, in order to solve the problem that the change of the opening degree of an electronic throttle valve can not be measured, the change is estimated through the Romberg sliding-mode observer and based on the electronic throttle valve state equation; secondly, approaching is conducted on the nonlinear unknown quantity-gear clearance torque through the approaching characteristic of an RBF neural network; finally, a control law, an RBF network weight renewing law and an interference adaptive law are designed based on the Lyapunov stability theory and through combination with the nonlinear backstepping control method. By means of the method, the problem that nonlinear factors and some parameters easily change over time during electronic throttle valve control can be well solved, and the control effect and dynamic response performance are further improved.

An electronically controlled pedal assembly with hysteresis includes a housing having a front wall and an arcuate friction wall having a radius of curvature centered on a pedal arm pivot point and extending from an edge of the front wall. The pedal assembly also includes a pedal arm rotatably supported at the pedal arm pivot point by a mounting means operatively connected to the housing, and a hysteresis generating means pivotally mounted to the pedal arm. The pedal assembly further includes a spring positioned between the housing and the hysteresis generating means, such that the spring biases the hysteresis generating means against the housing, so that depression of the pedal arm compresses the spring while generating an increasing frictional hysteresis force between the arcuate friction wall and the hysteresis generating means that is translated back through the pedal arm, and release of the pedal arm reduces the frictional hysteresis force.

A watercraft has an engine that is controlled by an electronic control unit and the engine is controlled by an electronic throttle. The electronic throttle is actuated by a motor that is controlled by and electronic control unit. The ECU operates the electronic throttle according to a torque request from an operator. The electronic throttle is also periodically and / or at predetermined time intervals actuated to ensure proper operation of the throttle valve.

An electronic throttle control pedal pivotally couples a lever arm to a pedal beam and biases the beam for resisting an applying force to the pedal beam and for biasing sliding surfaces together in frictional contact. A compression spring carried between a mounting bracket and the lever arm biases the pedal beam toward an idle position while at the same time causing a frictional force between the frictional surfaces, such that displacing the pedal beam with an applying force compresses the spring which increases a frictional force between the friction surfaces with an increasing displacement of the pedal beam distal end, and reducing the displacement through a retracting force on the pedal beam distal end expands the compression spring and returns the pedal beam to the idle position through a hysteresis force response for the pedal beam displacement. The hysteresis may be tuned by modifying element dimensions of the pedal.

An electronic throttle control pedal pivotally couples a lever arm to a pedal beam and biases the beam for resisting an applying force to the pedal beam and for biasing sliding surfaces together in frictional contact. A compression spring carried between a mounting bracket and the lever arm biases the pedal beam toward an idle position while at the same time causing a frictional force between the frictional surfaces, such that displacing the pedal beam with an applying force compresses the spring which increases a frictional force between the friction surfaces with an increasing displacement of the pedal beam distal end, and reducing the displacement through a retracting force on the pedal beam distal end expands the compression spring and returns the pedal beam to the idle position through a hysteresis force response for the pedal beam displacement. The hysteresis may be tuned by modifying element dimensions of the pedal.

The invention provides a method for controlling an electronic throttle control (ETC) of an engine by a combined pulse spectrum, belonging to the vehicle gasoline engine control field, comprising a basic throttle opening pulse spectrum parameter and a dynamic throttle opening pulse spectrum parameter, wherein, the basic pulse throttle opening spectrum parameter is standardized by a jack horse or optimized and standardized by the jack horse and a road parameter, the dynamic throttle opening pulse spectrum parameter is generated by the self-standardization of the self-study on line of a control system and the self-optimization, the basic throttle opening pulse spectrum parameter and the dynamic throttle opening pulse spectrum parameter form a combined pulse spectrum parameter, and the adaptively control of the opening of the ETC of the gasoline engine is controlled by the control system according to a throttle opening control strategy. The combined pulse spectrum control way synthesized by the self-adapting study method is adopted; therefore, the influence of the change in a controlled system and the unknown change on the engine is corrected, thereby improving the control accuracy of the open-loop control and increasing the speed and improving the timeliness of the control.

The electronic throttle control apparatus for a vehicle engine includes a throttle actuator including an electric motor generating torque for driving a throttle valve in an opening direction and a closing direction of the throttle valve through a transmission gear device a throttle opening degree sensor detecting an opening degree of the throttle valve, and a throttle control unit controlling the electric motor such that opening degree of the throttle valve detected by the throttle opening degree sensor becomes equal to a target throttle opening degree. The throttle control unit includes an icing decision function deciding whether or not the throttle valve is in a frozen state where icing is present in the throttle valve, and a deicing control function executing a freeze recovery process for recovering, when the throttle valve is decided to be in the frozen state by the icing decision function, the throttle valve from the frozen state by controlling the electric motor to drive the throttle valve in one of the closing direction and the opening direction at least by an amount of a clearance of the transmission gear device, and then in the other of the opening direction and the closing direction.

A throttle area compensation system for use with an electronic throttle control of a vehicle includes a compensation datastore of compensation values indexed by pre-compensated throttle area. A compensation vector learning module receives a pre-compensated throttle area and at least one sensed vehicle condition, and informs the compensation datastore based on the pre-compensated throttle area and the sensed vehicle condition. A throttle area compensation module communicates with the compensation datastore, receives the pre-compensated throttle area, and determines a compensated throttle area based on the pre-compensated throttle area and a corresponding compensation value of the compensation data store.

An electronically controlled pedal with hysteresis and kickdown includes a housing having a friction wall with a first frictional surface having a first radius of curvature, a second frictional surface having a second radius of curvature, and a step transitioning between the two. A hysteresis and kickdown generating means is pivotally attached to the upper pedal arm. A spring biases the generating means against the housing. Application of a first pedal load to the pedal arm generates a first hysteresis force between the hysteresis and kickdown generating means and the first frictional surface. Application of a second pedal load to the pedal arm generates a frictional kickdown force between the generating means and the step, and application of a third pedal load generates a second hysteresis force between the generating means and the second frictional surface. The first hysteresis force, kickdown force and second hysteresis force are transmitted back to the operator.

An electronic throttle control pedal assembly includes a housing having a cavity formed therein which is mounted to the vehicle. A hub is rotatably attached to the housing within the cavity. The hub includes at least a portion having a circumferential outer wall having an engagement portion. The pedal assembly includes a pedal arm having a pedal pad positioned at one end, and an opposite end operatively attached to the hub such that depression of the pedal pad rotates the hub.

The invention relates to a device and a method for controlling an electrical air damper. The device comprises a main processor, an auxiliary processor and a drive circuit, wherein the main processor is used for providing an enable signal of the drive circuit after being communicated with the auxiliary processor in a handshaking way and outputs a driving signal of the electrical air damper to the drive circuit according to an analog signal transmitted by an analog signal input circuit, the auxiliary processor is used for diagnosing the failure of the analog signal input circuit after being communicated with the main processor in a handshaking way and stopping the work of the drive circuit when a failure is generated, and the drive circuit is connected to the electrical air damper after being connected with a motor and is used for controlling the size of the opening of the electrical air damper by driving the motor to rotate according to the received driving signal of the electrical air damper. In the method, the auxiliary processor diagnoses the failure of the analog signal input circuit all the time and sends alarm information when the failure is generated. In addition, the electrical air damper control device immediately stops the operation of the motor after discovering the failure and enables the motor to return to an original position so as to ensure the safety of an automobile in a incontrollable state, and the electrical air damper control device utilizes the main processor to control the drive circuit so as to realize the precise control of the opening of the electrical air damper.

Intake throttle valves 21a to 21d disposed on the intake pipes 15a to 15d for each cylinder of a multi-cylinder engine 10 are provided with motors 20a to 20d for controlling valve opening of the intake throttle valves. The microprocessor 31 controls throttle valve opening in response to a degree of stepping on an accelerator pedal 42 in cooperation with a program memory 32A. The control of valve opening by each motor is sequentially subject to time division processing in the exhaust stroke of each cylinder, and a current valve opening is stored and held by a feedback control circuit section 39, 69B, 69C in the other strokes, thereby the control burden on the microprocessor being reduced.

Intake throttle valves 21a to 21d disposed on the intake pipes 15a to 15d for each cylinder of a multi-cylinder engine 10 are provided with motors 20a to 20d for controlling valve opening of the intake throttle valves. The microprocessor 31 controls throttle valve opening in response to a degree of stepping on an accelerator pedal 42 in cooperation with a program memory 32A. The control of valve opening by each motor is sequentially subject to time division processing in the exhaust stroke of each cylinder, and a current valve opening is stored and held by a feedback control circuit section 39, 69B, 69C in the other strokes, thereby the control burden on the microprocessor being reduced.

A throttle area compensation system for use with an electronic throttle control of a vehicle includes a compensation datastore of compensation values indexed by pre-compensated throttle area. A compensation vector learning module receives a pre-compensated throttle area and at least one sensed vehicle condition, and informs the compensation datastore based on the pre-compensated throttle area and the sensed vehicle condition. A throttle area compensation module communicates with the compensation datastore, receives the pre-compensated throttle area, and determines a compensated throttle area based on the pre-compensated throttle area and a corresponding compensation value of the compensation data store.

In an electronic throttle controller, when an intake air amount detected by an air flow meter is smaller than a stall prevention judging-purpose each cylinder intake amount, a stall prevention adding amount “large” is added to intake throttle opening degree deviation, a DC motor is driven while neglecting a feedback control operation, and an opening degree of the intake throttle is controlled to be further opened from an actual preceding control position. When an execution number of the engine stop avoiding control is larger than a predetermined number within a predetermined period, an abnormal condition of a throttle position sensor is detected, and thus, energizing operation of the DC motor is stopped. The abnormal condition malfunction of the throttle position sensor can be firmly detected while an engine stall is avoided.