Fly By Wire "issue"

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RD16RR

Joined
Nov 17, 2012
Messages
1,863
Location
Yonkers, New York USA
-- a buddy of mine (on his Aprilia RSV4), just had his Throttle Position Sensor (TPS) go full on - the motor rev'd up to redline (not sure what the rev limiter roll was) but it easily created a very dangerous situation......he managed it ok (pulled clutch in), and was able to stabilize it quickly and shut it off.....then limped home (5 miles) dragging the clutch while the motor ran at full rpm....(will probably need a new clutch as well)

-- does anyone know off hand, what the TPS looks like (on the duc), or if it is something we can tighten/maintain/secure ? - or is it something electronical, that if it goes bad, you're simply out of luck....?
 
At 14000 rpm I bet it really was fly by wire....:D

aprilia-rsv-mille-tuono-rsvr-denso-throttle-position-sensor-tps-206-p.jpg

Sealed unit... I would guess...
 
so in reference to having the TPS adjusted (some have reported to adjust the TPS for idle issues, ect) that means electronically ?
 
RD16RR said:
so in reference to having the TPS adjusted (some have reported to adjust the TPS for idle issues, ect) that means electronically ?
Click to expand...

On the 1199 specifically its done using the DDS 2.0.... On the Ape its done via whatever electronic interface they use for Apes.... It would appear your buddies isn't out of adjustment so much as broken entirely....
 
Stw said:
On the 1199 specifically its done using the DDS 2.0.... On the Ape its done via whatever electronic interface they use for Apes.... It would appear your buddies isn't out of adjustment so much as broken entirely....
Click to expand...

i'd agree with you....i was hoping there might be something we could do to check and maintain it....evidently not - just wishful thinking on my part
 
RD16RR said:
-- a buddy of mine (on his Aprilia RSV4), just had his Throttle Position Sensor (TPS) go full on - the motor rev'd up to redline (not sure what the rev limiter roll was) but it easily created a very dangerous situation......he managed it ok (pulled clutch in), and was able to stabilize it quickly and shut it off.....then limped home (5 miles) dragging the clutch while the motor ran at full rpm....(will probably need a new clutch as well)

-- does anyone know off hand, what the TPS looks like (on the duc), or if it is something we can tighten/maintain/secure ? - or is it something electronical, that if it goes bad, you're simply out of luck....?
Click to expand...


For your buddy's APE case, if it is really conclusive that the TPS was the cause, he is really out of luck. Most system will have redundancy of 2 sensors feedback (each module) on the actual throttle blade position. the V4 has 2 indepandant banks of throttle body , therefore also 2 indepandant TPS module.


Where could go wrong, would also be the ECU itself or demand sensor module.This on the wiring harness diagram of the 1199 called APS(main) and APS (sub) also comes with redundancy per module....

most engine management software would ensure/check these sensors inputs are corresponding to each other though, thier input voltage value range may differ.

In reality, it is no technical hurdle to implement such sensor(s) voltage values to display on the available TFT dash, since the cell Battery voltage could also be read from the existing menu.alternatively,the MIL or CEL or check engine light could blink certain time sequence to inform you wich sensor has gone wrong. Every sensor could have their specific bliking code on the CEL.

i guess, this application of the software is not accessible to "vehicle user"...or they want you to go back dealer to sustain thier business...
 
Last edited:
Like Titaniumvalves said a faulty TPS cant drive the throttle wide open. The throttle butterflys drive the TPS(s). The TPS provides input for the fueling. What could drive the throttle wide open would be a double simultaneous fault of the APS (Accelerator Position Sensor ?) of the twist grip or a fault in the ECU logic. I have heard anecdotal evidence of some riders of fly by wire bikes having weirdness when riding under NZ's high voltage DC link near our Hydro genration area. 500,000V linking half the country with the other. So Electromagnetic Interference is the culprit in that case.
You would have to think that the concept of fly by wire systems on a high performance motorcycle must be a terrifying proposition for the software developers and the lawyers at all the companies involved: Ducati, Mitsubishi, Mikuni. I know I'd have trouble sleeping!
The comfort we should be able to console ourselves with though is the knowledge that these types systems impose on the manufacturer absolute mountains of regulatory and quality assurance processes and paper work to ensure their safety.
Still gives me the ..... though cos I am a software engineer!
P
 
RD16RR said:
-- a buddy of mine (on his Aprilia RSV4), just had his Throttle Position Sensor (TPS) go full on - the motor rev'd up to redline (not sure what the rev limiter roll was) but it easily created a very dangerous situation......he managed it ok (pulled clutch in), and was able to stabilize it quickly and shut it off.....then limped home (5 miles) dragging the clutch while the motor ran at full rpm....(will probably need a new clutch as well)

-- does anyone know off hand, what the TPS looks like (on the duc), or if it is something we can tighten/maintain/secure ? - or is it something electronical, that if it goes bad, you're simply out of luck....?
Click to expand...

:eek:
 
Titaniumvalves said:
For your buddy's APE case, if it is really conclusive that the TPS was the cause, he is really out of luck. Most system will have redundancy of 2 sensors feedback (each module) on the actual throttle blade position. the V4 has 2 indepandant banks of throttle body , therefore also 2 indepandant TPS module.


Where could go wrong, would also be the ECU itself or demand sensor module.This on the wiring harness diagram of the 1199 called APS(main) and APS (sub) also comes with redundancy per module....

most engine management software would ensure/check these sensors inputs are corresponding to each other though, thier input voltage value range may differ.

In reality, it is no technical hurdle to implement such sensor(s) voltage values to display on the available TFT dash, since the cell Battery voltage could also be read from the existing menu.alternatively,the MIL or CEL or check engine light could blink certain time sequence to inform you wich sensor has gone wrong. Every sensor could have their specific bliking code on the CEL.

i guess, this application of the software is not accessible to "vehicle user"...or they want you to go back dealer to sustain thier business...
Click to expand...

-- he got it to the dealer, and although there was a vagueness to the "what exactly was it" question....i was told that "they didn't really tell him".....they only said it was related to the fuel injectors...and they asked if he was "ok" :)
 

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