Honda Giken Kogyo Kabushiki Kaisha

Honda Giken Kogyo K.k.

Honda Motor Co., Ltd.

Akira Fujimura

Fumio Hara

Yoshihisa Hara

Masahiro Sakanushi

Osamu Gotoh

Yutaka Otobe

Michio Kawamoto

Yoshio Wazaki

Naoki Kinoshita

Nobuyuki Kawarada

Sachito Fujimoto

Akihiro Yamato

Fumio Hosoda

Kazuma Hatakeyama

Shuichi Fujimoto

Atsushi Shibutani

Norio Tomobe

Soichi Nakano

Akinobu Takagi

Etsuo Kawabata

Yohji Ishii

Masahiko Ogura

Shunzaburo Ozaki

Hisato Nishida

Yoshinori Sato

Tetsuo Sekiya

A transmission is provided in which gears (to) of a first gear group provided on a first auxiliary input shaft () to which driving force of a main input shaft () is transmitted via a first clutch () and gears (to) of a second gear group provided on a second auxiliary input shaft () to which the driving force of the main input shaft () is transmitted via an idle gear (to) and a second clutch () use in common gears (to) of a third gear group provided on an output shaft (), whereby it becomes possible to cut the number of components and reduce the dimensions of the transmission. Further, since the advance/retard relationship between the timing with which the first and second clutches () are switched over and the timing with which the synchronizing devices () are switched over can be freely chosen when establishing any of the gear positions, it is possible to prevent the occurrence of shift shock due to timing lag, thus enabling gear shifting to be carried out smoothly.

Transmission

The battery control apparatus of the present invention is provided for a hybrid vehicle with a combustion engine for outputting driving force, an electric motor for generating a force for assisting the output from the engine, and a power storage unit (battery) for supplying power to the motor and for storing energy regenerated by the motor acting as a generator when the assisting force is not required. The battery control apparatus comprises: a remaining battery charge calculator for calculating remaining battery charge; a battery temperature measuring device (temperature sensor) for measuring the temperature of the battery; a charging permitting device for permitting charging when the remaining battery charge, which was calculated by the remaining battery charge calculator, is equal to or below a predetermined value; and a charging/discharging controller for setting the predetermined value, based on the temperature of the battery measured by the battery temperature measuring device.

Battery control apparatus for battery carried by hybrid vehicle

The present invention provides a battery control apparatus for a hybrid vehicle, which is capable of improving the time of continuous availability for use of the battery by controlling the amount of charge/discharge in accordance with a change in the voltage characteristic of the battery. The hybrid vehicle comprises a combustion engine for outputting driving force of the vehicle, an electric motor for generating a force for assisting the output from the engine, and a battery for supplying power to the motor and for storing energy regenerated by the motor acting as a generator when the assisting force is not required. The battery control apparatus for controlling the battery comprises a remaining battery charge calculator for calculating a remaining charge of the battery, a memory effect detector for detecting the occurrence of the memory effect in the battery, a use permission zone determining device for determining the use permission zone of the remaining charge of the battery in accordance with the occurrence of the memory effect, and a charge/discharge amount controller for controlling an amount of charge/discharge in the use permission zone of the remaining charge of the battery.

Battery control apparatus for hybrid vehicle

A control system for an internal combustion engine controls a fuel injection amount based on operating conditions of the engine and an evaporative fuel concentration-dependent correction coefficient. The control system includes a purge control valve arranged in a purging passage connecting a canister for temporarily storing evaporative fuel generated from a fuel tank and an intake passage. This coefficient is held to a predetermined value for a predetermined time period after purging is permitted, and to another for a predetermined time period after purging is inhibited. In another aspect, the purge control valve is controlled based on operating conditions of the engine and a purging flow rate correction coefficient. This coefficient is held when purging is inhibited, and is progressively set to a larger value depending on the evaporative fuel-dependent correction coefficient, after purging is permitted. In another aspect, when a vehicle on which the engine is installed is started, the purge control valve is controlled based on a special purging control amount which is progressively increased based on a parameter related to a standing start of the vehicle. In another aspect, the operation of the purge control valve is inhibited for a predetermined time period dependent on a temperature of the engine, after the start of the engine.

Control system for internal combustion engines

A control system for an internal combustion engine controls a fuel injection amount based on operating conditions of the engine and an evaporative fuel concentration-dependent correction coefficient. The control system includes a purge control valve arranged in a purging passage connecting a canister for temporarily storing evaporative fuel generated from a fuel tank and an intake passage. This coefficient is held to a predetermined value for a predetermined time period after purging is permitted, and to another for a predetermined time period after purging is inhibited. In another aspect, the purge control valve is controlled based on operating conditions of the engine and a purging flow rate correction coefficient. This coefficient is held when purging is inhibited, and is progressively set to a larger value depending on the evaporative fuel-dependent correction coefficient, after purging is permitted. In another aspect, when a vehicle on which the engine is installed is started, the purge control valve is controlled based on a special purging control amount which is progressively increased based on a parameter related to a standing start of the vehicle. In another aspect, the operation of the purge control valve is inhibited for a predetermined time period after the engine has shifted from a purge control valve-disabling region to a purge control valve-enabling region.

A control system for an internal combustion engine controls a fuel injection amount based on operating conditions of the engine and an evaporative fuel concentration-dependent correction coefficient. The control system includes a purge control valve arranged in a purging passage connecting a canister for temporarily storing evaporative fuel generated from a fuel tank and an intake passage. This coefficient is held to a predetermined value for a predetermined time period after purging is permitted, and to another for a predetermined time period after purging is inhibited. In another aspect, the purge control valve is controlled based on operating conditions of the engine and a purging flow rate correction coefficient. This coefficient is held when purging is inhibited, and is progressively set to a larger value depending on the evaporative fuel-dependent correction coefficient, after purging is permitted. In another aspect, when a vehicle on which the engine is installed is started, the purge control valve is controlled based on a special purging control amount which is progressively increased based on a parameter related to a standing start of the vehicle. In another aspect, the operation of the purge control valve is inhibited for a predetermined time period dependent on a temperature of the engine, after the start of the engine. In yet another aspect, the flow rate of purged fuel vapor is corrected in accordance with the amount of exhaust gas recirculation.

A method of controlling the air-fuel ratio of an air-fuel mixture supplied to an internal combustion engine including the step of interrupting the feedback control of the air-fuel ratio responsive to a detected value of the concentration of an exhaust gas ingredient after a high load operating condition of the engine in which a detected load on the engine is above a predetermined reference value has continued over a predetermined time period. Calculation is made of a value of a parameter dependent on a ratio of a time period over which the detected load on the engine continued to be above a predetermined value to a time period over which the detected load on the engine continued to be below the predetermined value. The predetermined time is set based on the calculated value of the parameter dependent on the ratio. The predetermined value may be equal to the predetermined reference value, or alternatively may be smaller than the predetermined reference value. Alternatively, the rotational speed of the engine may be detected and counting of the predetermined time period is started when the detected rotational speed of the engine exceeds a predetermined value during the feedback control of the air-fuel ratio.

Air-fuel ratio control method for internal combustion engines

After starting of an internal combustion engine, a quantity of fuel to be supplied to the engine is increased by the use of a fuel increment, and at the same time a period of time is counted which elapses from the time an oxygen concentration sensor has its internal resistance decreased below a predetermined value. When the period of time counted exceeds a predetermined period of time, the increase of the quantity of fuel is terminated and simultaneously calculation of a correction value responsive to oxygen concentration in exhaust gases sensed by the sensor is started, and the quantity of fuel is corrected by means of the correction value calculated. A temperature in the engine intake system is sensed, and the above predetermined period of time is to a larger value as the sensed intake system temperature is higher.

Fuel supply control method for internal combustion engines after starting

A method of controlling the supply of fuel to an internal combustion engine after starting, wherein an initial value of a fuel increment is set to a value dependent upon a temperature of the engine after starting thereof, the fuel increment is progessively decreased from the set initial value thereof at a predetermined rate, and a fuel quantity corrected by the decreased fuel increment is supplied to the engine. A temperature of the intake system of the engine is sensed. The above predetermined rate of decrease of the fuel increment is set to a larger value as the sensed temperature of the intake system is higher. Preferably, when the sensed temperature of the intake system is higher than a predetermined value corresponding to the boiling point of fuel, the predetermined rate of decrease of the fuel increment is set to a larger value than that to which it is set when the sensed temperature is lower than the predetermined value.

Fuel supply control method for internal combustion engines after

A fuel supply control method for an internal combustion engine, including the steps of effecting after-start fuel increasing control wherein an initial value of a fuel increment is set to a value dependent upon a temperature of the engine upon generation of a predetermined control signal immediately after the start of the engine, the fuel increment is progressively decreased from the set initial value in synchronism with subsequent generation of the predetermined control signal, and a fuel quantity corrected by the progressively decreased fuel increment is supplied to the engine, and effecting air-fuel ratio feedback control, which is executed on condition that a predetermined feedback control condition is fulfilled after the start of the engine, wherein a correction coefficient is set to a value dependent upon the concentration of an ingredient in engine exhaust gases, sensed by an O.sub.2 sensor, and a fuel quantity corrected by the set correction coefficient is supplied to the engine. The initial value of the fuel increment is set to smaller values as the engine temperature is higher, and set to a predetermined lower limit if the initial value set depending upon the engine temperature is smaller than the predetermined lower limit. The feedback control is effected by correcting a fuel quantity to be supplied to the engine by the fuel increment together with the correction coefficient insofar as the predetermined feedback control condition is fulfilled, when the engine temperature is higher than a predetermined value at the start of the engine.

A method for controlling air-fuel ratio of the mixture to be supplied to the engine detects whether or not the amount of the fuel to be supplied to the engine is greater than a reference amount. A feedback control in which the air/fuel ratio is corrected according to an oxygen concentration in the exhaust gas is performed when the amount of the fuel to be supplied to the engine is equal to or smaller than the reference level, while an open loop control in which the air/fuel ratio of the mixture is determined irrespective of the oxygen concentration is performed if an operational state of the engine in which the amount of the fuel to be supplied to the engine is greater than the reference level has continued for more than a predetermined time period.

Method for controlling air/fuel ratio of fuel supply system for an

An air-fuel ratio control system for an internal combustion engine having an oxygen concentration sensor for a feedback control of air-fuel ratio, including an intake air temperature sensing means and a control means for operating/stopping the feedback control of air-fuel ratio in accordance with the detected value of the intake air temperature. When the intake air temperature is below a predetermined level, the feedback control is stopped, and an auxiliary fuel supply means is activated, and at the same time a supply of atmospheric air into a slow speed fuel supply system of the engine is stopped. Thus, the air-fuel ratio is controlled to the rich side when the open loop control is selected, in order to secure a stable engine operation.

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Wako, Japan

Akira Fujimura