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Summary of change:
'''This page is about the sensors related to InTake/DriveByWireThrottle''' '''Absolutely required''' * '''2 pedal position sensors''': the most important sensor, since this is the command from the driver. * '''2 break sensors''': if there is an inconsistency between the 2 pedal position sensors, the slightest breaking will make the engine enter idle mode (eg.: fuelcut over 1600 RPM. Maybe a similar but not identical idle mode compared to what we have now). * '''1 throttle actuator''' '''Nice to have''' * 1..2 TPS: sensing the throttle position is nice * MAP and MAT * MAF - especially if EGR is used too. EGR complicates things. * WideBand * "service" ECU to watch the big guy ---- '''Pedal position sensor''' Multiple throttle pedal position sensors and break sensor signal (available to the ECM of course) are a must => so a very reliable "effective TPPS" can be maintained with some fault tolerancy. With an electronic throttle-plate (an air-valve larger than an idle-valve) with a bad pedal position input only redline fuelcut will stop the RPM-rise or a brick wall. With the break-sense the ECM can enter idle-condition so the overrun fuelcut (much below redline) will make it somewhat safer. '''LVDT (Linear Variable Differential Transformer)''' [http://www.efunda.com/DesignStandards/sensors/lvdt/lvdt_theory.cfm how a LVDT works] http://www.sensotec.com/lvdt.asp For fully throttle-by-wire a [http://www.race-technology.com/acatalog/PedalPosition.jpg pedal-position sensor] is used. Note: throttle-by-wire can be very dangerous especially for an AutoTrans equipped car if not done with same care and redundancy as aviation control equipments. WhatEverYouDoYouDoItAtYourOwnRisk ---- '''See also''' * InTake/DriveByWireThrottle
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