317 results about "Throttle position sensor" patented technology

The invention provides a work system of an electronically controlled gasoline engine, comprising an air intake system, a fuel oil supply system, an ignition system as well as an electronic control system; the electronic control system consists of a sensor section, an electronic control unit ECU and an actuator section, wherein, the sensor section includes a throttle position sensor, an intake pressure and temperature sensor and an intake temperature sensor which are arranged on an intake pipe of an intake system, a camshaft position sensor, a coolant temperature sensor and a crankshaft position sensor which are arranged on the engine, a front oxygen sensor arranged in front of a three-way catalyst converter on an exhaust pipe of the engine, and the components of the sensor section are all connected with the ECU, and the actuator section consists of an electric fuel pump, an oil sprayer, an idle speed regulating valve and an ignition coil; the components of the actuator section are all connected with the ECU, and the ECU includes a fuel injection control program, an ignition control program and an idle speed control program; the system adopts reasonable control strategy and has comprehensive control function, good integrated performance of control function and fine system portability.

A computer calculates an estimated cylinder-intake-air amount based on outputs from an airflow meter and a throttle position sensor, and then calculates a reference cylinder-intake-air amount based on an air-fuel ratio in an exhaust gas and fuel injection amount. An error of the estimated cylinder-intake-air amount is calculated by comparing the reference cylinder-intake-air amount with an estimated cylinder-intake-air amount base value. The error is low-pass filtered. The estimated cylinder-intake-air amount base value is corrected to obtain the final estimated cylinder-intake-air amount.

In a method and apparatus for fail-safe controlling an electronically-controlled throttle-type internal combustion engine, provision is made of two accelerator position sensors and two throttle position sensors. When either one of the two accelerator position sensors or either one of the two throttle position sensors fails to operate, a low-speed fail-safe operation of a minimum compensation, that is, an operation for maintaining a minimum output required for limp-home control operation of the engine, is executed and, then, a first fail-safe control operation is executed for controlling the position of the throttle valve using a value detected by the remaining sensor. Therefore, the throttle valve is not unintentionally opened, and the operation can be smoothly shifted to the first fail-safe control operation. When the operation for decelerating the engine is detected by a sensor of a system separate from the above-mentioned sensors, the first fail-safe control operation is interrupted and, instead, a second fail-safe control operation is executed for holding the throttle valve at a predetermined position in order to assure the low-speed fail-safe operation of the minimum compensation.

A process is provided for monitoring the filter restriction level of a filter element. The filter element is utilized by an air induction system deployed on a vehicle that includes a mass air flow sensor, a manifold pressure sensor, and a throttle position sensor. The process includes receiving (i) throttle position from the throttle position sensor, (ii) mass flow rate from the mass air flow sensor, and (iii) manifold pressure from the manifold pressure sensor. A reference pressure is determined from the received mass flow rate and the received throttle position, a pressure differential is established between the reference pressure and the received manifold pressure, and a filter restriction level is identified from the established pressure differential and the received mass flow rate.

A throttle body includes a housing that accommodates a connector for a rotation shaft of a throttle valve disposed in the throttle body and a throttle position sensor, a fuel return passage that communicates the housing with an air intake passage in the throttle body, a T-shaped pipe that communicates with the air intake passage upstream from the throttle body to function as a pressure control chamber, and an air inflow passage that communicates the housing with the T-shaped pipe. The throttle body smoothly returns the fuel accumulated in a housing that accommodates a connector that connects a throttle position sensor to the end of the rotation shaft of a throttle valve to an air intake passage.

An air valve and its method of use including an air valve housing; a throttle plate disposed on a throttle shaft; a driven gear attached on the throttle shaft; a brushless direct current motor assembly in connection via a pinion with the driven gear; an integrated electronic valve controller including digital signal processing on a circuit board; and a throttle position sensor on the circuit board, wherein the throttle position sensor includes at least one non-contact type sensor. In a preferred embodiment, the air valve includes an inlet port and an outlet port connected to an engine via an air intake manifold, such that re-circulated exhaust gas is introduced into the air intake manifold.

A control apparatus for an internal combustion engine can control an actual operating characteristic with high precision by shortening a response time thereof. The control apparatus capable of changing an actual phase angle of a camshaft by an OCV includes a crank angle sensor for detecting a crank angle of a crankshaft and generating a crank angle signal, an actual phase angle detection section for detecting the actual phase angle of the camshaft, an air flow sensor and a throttle position sensor for detecting an operating state of the engine, a target phase angle calculation section for calculating a target phase angle based on the operating state, and a phase angle feedback control section for calculating an operation amount to the OCV so as to make the actual phase angle coincide with the target phase angle. The phase angle feedback control section calculates the operation amount in synchronization with the crank angle signal.

The invention discloses a motorcycle engine electronic control fuel injection system, and comprises an electronic control unit, and a sensor and an executive mechanism connected with the electronic control unit; the sensor comprises a crankshaft position signal generator, a crankshaft position sensor and a throttle position sensor corresponding to the crankshaft position signal generator, an intake pressure sensor communicated with an air intake tube, an intake air temperature sensor communicated with the air intake tube, a cylinder body temperature sensor installed on the engine body, and an oxygen sensor arranged on an exhaust tube, wherein, the executive mechanism comprises an idle speed control valve, an electric fuel pump, a fuel pressure regulator, an oil ejector and an ignition coil. The invention has the advantages that the design is reasonable, the structure of the system is perfect, the operating performance is stable and reliable, and the engine combines the electronic control system with the exhaust gas aftertreatment technology, to lead the exhaust gas emission to meet the requirements of the motorcycle country more than three issues emission regulation as well as the more than Euro III exhaust emission regulation.

An air valve and its method of use including an air valve housing; a throttle plate disposed on a throttle shaft; a driven gear attached on the throttle shaft; a brushless direct current motor assembly in connection via a pinion with the driven gear; an integrated electronic valve controller including digital signal processing on a circuit board; and a throttle position sensor on the circuit board, wherein the throttle position sensor includes at least one non-contact type sensor. In a preferred embodiment, the air valve includes an inlet port and an outlet port connected to an engine via an air intake manifold, such that re-circulated exhaust gas is introduced into the air intake manifold.

The present invention provides a throttle position sensor for a motorcycle including a handlebar having an end. The throttle position sensor includes a rotor having a first end and a second end. The rotor is positioned within the handlebar and rotated relative to the handlebar. The second end is closer than the first end to the end of the handlebar. The throttle position sensor also includes a sensor operable to detect rotation of the rotor relative to the handlebar and generate a signal corresponding to the rotation of the rotor relative to the handlebar. The throttle position sensor further includes at least one electrical conduit passing into the rotor from the first end. The at least one electrical conduit is routed through the rotor and is accessible from the second end of the rotor.

A water injection control system includes a control unit adapted to receive one or more of a plurality of sensor signals from sensors provided as standard equipment in a vehicle, and to provide one or more control signals configured to control the operation of a water injection system associated with an engine of the vehicle. The received sensor signals may include signals from sensors such as an O₂ sensor, an engine coolant temperature sensor, a mass air flow sensor, a manifold absolute pressure sensor, a crankshaft position sensor, a vehicle speed sensor, an intake air temperature sensor, and a throttle position sensor. The control signals provided by the controller may include signals for controlling functions such as water injector pulse rate and pulse width, water pump operation, water heater power, dashboard indicators, and PCU O₂ sensor input.

The invention discloses a combustion control system of a fuel oil burner, which comprises an oil delivery channel, an atomization medium channel, an ignition device, an air volume adjustment device, an oil volume adjustment device and a controller; the oil delivery port of the oil delivery channel is provided with an oil delivery pump , there is an oil pressure sensor in the oil delivery channel, and the oil volume adjustment device is the oil inlet valve; the ignition device includes an igniter and an atomizer; the ignition device is equipped with a flame signal sensor, a wind pressure sensor, and an atomization medium pressure sensor; The adjustment device includes a damper and a damper driver; the damper driver is provided with a damper position sensor; the controller controls the fuel pump, blower device, igniter, atomizer, heater, the start of the damper driver and the opening or closing of the oil inlet valve; The controller receives the output signals of each sensor, and controls the oil intake, the oil pressure in the oil delivery channel, the position of the damper and the air pressure according to the relevant signals. The invention can realize the independent adjustment of oil volume and air volume, has low energy consumption and high system reliability.

The invention relates to an automotive range extender based on a linear ISG(Integrated Starter and Generator) motor/engine. The range extender comprises cylinders, wherein two piston components are arranged and are respectively located in the two cylinders; the two piston components are connected with the two ends of a connecting rod component; a linear displacement sensor and a Hall sensor are arranged on the connecting rod component; a linear ISG motor rotor is arranged in the middle of the connecting rod component; a linear ISG motor stator is fixed between the two cylinders and outside the linear ISG motor rotor; a scavenging air receiver is arranged on the inner sides of the cylinders; a throttle body is connected with the scavenging air receiver; an oil sprayer, a throttle body position sensor and an air flow sensor are arranged on the throttle body in turn; cylinder covers are arranged on the outer sides of the cylinders; spark plugs are arranged on the cylinder covers; and an electric control unit is respectively in electric connection with the linear displacement sensor, the Hall sensor, the throttle body position sensor and the air flow sensor. Compared with the prior art, the automotive range extender based on the linear ISG motor/engine has the advantages at the aspects of energy use efficiency, cost, mechanical structure, use convenience, and the like.

An intake-air control device for an internal combustion engine in which a sensor member can be positioned further accurately is provided. A throttle position sensor includes magnetic field generating means and a magnetic field detecting assembly. The magnetic field detecting assembly includes a plurality of terminal leads, a resin holder secured on the plurality of terminal leads, a sensor member generating a sensor output, and a resin mold body including the plurality of terminal leads, the holder, and the sensor member insert-molded. The resin holder includes a supporting surface which is located on a plane intersecting substantially perpendicularly to an axial line of a throttle shaft, and the sensor member includes a resin mold coat having first and second main surfaces opposing substantially in parallel to each other. The sensor member is held in the resin mold body with the first main surface of the resin mold coat in contact with the supporting surface.

An engine airflow management system includes an inlet portion to receive ambient air and a mass airflow (MAF) sensor to sense mass flow rate of air passed through the inlet portion. The airflow management system includes a throttle body to selectively restrict airflow and a throttle position sensor (TPS) to sense an opening value of the throttle body. The airflow management system includes an intake manifold in fluid connection with the throttle body configured to direct airflow to a number of combustion cylinders. A manifold air pressure (MAP) sensor detects air pressure at the intake manifold. A controller is programmed to monitor signals from each of the MAF sensor, TPS, and the MAP sensor and generate a residual error value based on a difference between a model-based value and a corresponding monitored signal. A response action is based on a trend of at least two residual error values.