Honda Motor Co., Ltd.

Honda Giken Kogyo Kabushiki Kaisha

Atsushi Kurauchi

Jiro Takagi

Hirotaka Komatsu

Natsuko Kitamura

Masayuki Yoshiiri

Shintaro Mito

Kazuhiko Hirota

Yoshiaki Akimoto

Kiyomi Catalina Ito

Charles J Franklin, Ii

Kevin Hawkins

Takashi Kato

Osamu Tsurumiya

Takashi Isobe

Masahiro Takeuchi

Katsumi Kanasugi

Masaaki Hirose

Makoto Murata

Tomoaki Sugano

Shinji Mikami

Yoichi Yamashiro

Takushi Toda

Yohei Kugumiya

Yoshikazu Fujimoto

Hironori Ujike

Takashi Katou

Yasuhiro Ohara

Nobuaki Takeo

Nobuaki Komiya

Makoto Murakami

A communication device of an embodiment includes a communication control unit capable of transmitting a signal based on a plurality of different communication protocols and changing a communication protocol used for communication from a first communication protocol to a second communication protocol, in which the communication control unit does not transmit a signal based on a third communication protocol until a signal based on the second communication protocol is transmitted, but transmits a signal based on the second communication protocol in which at least two of a plurality of communication elements defined by the first communication protocol are changed.

Communication device and receiving device

A control device for a vehicle includes an opening degree sensor to detect an opening degree of a wastegate valve disposed in a bypass passage bypassing a turbine. Circuitry is configured to stop an internal combustion engine while the vehicle is driven by a motor in a motor drive mode. The circuitry is configured to calculate a target opening degree of the wastegate valve to be larger than a maximum error between the opening degree detected by the opening degree sensor and an actual opening degree of the wastegate valve. The circuitry is configured to control the wastegate valve such that the opening degree detected by the opening degree sensor is equal to the target opening degree while the vehicle is driven in the motor drive mode.

Control device for vehicle, and control method for vehicle

The systems and methods provided herein are directed to enabling a vehicle to enter into and/or exit from a transport mode using a backup fuse. The vehicle may enter into the transport mode from a normal mode when an ignition of the vehicle transitions from off to on if the backup fuse has been removed and the vehicle has been placed in park or neutral. The transport mode may, in part, reduce electrical loads and power as well as limit other components of the vehicle during shipping. The dealer, or other party, may remove the transport mode when the vehicle arrives and is ready to be sold. The vehicle may exit the transport mode when the backup fuse has been re-installed and the fuel cap or lid has been removed or opened, thus returning the vehicle to the normal mode.

Systems for entering and exiting a vehicle transport mode using a backup fuse and methods thereof

A control system for a vehicle includes an acceleration operation sensor to detect an amount of an acceleration operation. Circuitry is configured to calculate a first acceleration control amount as an acceleration control amount based on the amount of the acceleration operation according to a relationship between the amount of the acceleration operation and the first acceleration control amount when it is determined that the vehicle is not in a delivery state. The circuitry is configured to calculate a second acceleration control amount as the acceleration control amount based on the amount of the acceleration operation according to a second relationship between the amount of the acceleration operation and the second acceleration control amount when it is determined that the vehicle is in the delivery state. The second acceleration control amount is smaller than the first acceleration control amount with respect to the amount of the acceleration operation.

Control system for vehicle, and control method for vehicle

A control device for an internal combustion engine, in which vibration of a waste gate valve in a fully closed state and disadvantages caused due to the vibration thereof while the internal combustion engine is running are prevented, and valve opening responsiveness of the waste gate valve can be improved. In a control device for an internal combustion engine, an opening degree of a waste gate valveis controlled by controlling an electrification duty ratio Iduty of the motor. In addition, a fully closed period duty ratio IdFC, which is an electrification duty ratio Iduty when the opening degree of the waste gate valveis controlled to be in a fully closed state, is controlled such that the fully closed period duty ratio IdFC becomes smaller when a detected engine speed NE of an internal combustion engine () increases (Stepin FIG., FIG.).

Control device for an internal combustion engine

A vehicle control system includes electronic controllers and first and second communications networks. The electronic controllers control a vehicle including an internal combustion engine and a drive motor. The electronic controllers include a management controller to manage travel control of the vehicle and a motor drive controller to control the drive motor. The first and second communications networks connect the electronic controllers together. The electronic controllers communicate via the first and second communications networks. The motor drive controller is configured to stop the drive motor when it is determined that a fault has occurred in the first communications network and configured to transmit information indicating that the fault has occurred in the first communications network to the management controller via the second communications network. The management controller is configured to control the electronic controllers not to communicate via the first communications network in response to the information.

Vehicle control system, motor drive controller, and management controller

A step-down circuit is connected to an output of a step-up circuit that steps up a battery voltage, and an output of the step-down circuit is connected to a power supply input terminal of a CPU via an FET. The step-down circuit is normally maintained in an inactive state and, in response to an ignition switch being turned off, the CPU causes the step-down circuit to actuate and a stepped-down voltage (equal to a stabilized voltage) is output from the step-down circuit. The stepped-down voltage is further stepped down to a CPU power supply voltage, and the CPU power supply voltage is supplied to the power supply input terminal of the CPU. This allows the residual charge of the step-up circuit to be dissipated by the step-down circuit and the CPU.

Fuel injection device of internal combustion engine

The systems and methods provided herein are directed to exiting a vehicle from transport mode using a sequence or operation performed by two or more users. In an illustrative embodiment, the vehicle may include a first system and a second system. The first system may be activated by a sequence of pedal presses to either the brake or acceleration pedal. The second system may be activated by a trunk open request or battery connection. A control system within the vehicle may exit the transport mode when the first system and second system have been activated within a predetermined time. The predetermined time may be based on a distance between the first system and the second system such that a single user may not activate both systems. The predetermined time may be less than a time to travel a distance between the first system and the second system.

System for exiting a vehicle transport mode and methods thereof

A printed wiring board includes a first outer surface, a second outer surface, and an electronic circuit. The second outer surface is opposite to the first outer surface. The electronic circuit includes at least one specific design circuit block and at least one common design circuit block. The at least one specific design circuit block is provided on the first outer surface and designed in accordance with a specification of a device to which the printed wiring board is applied. The at least one common design circuit block is for a common use regardless of the specification of the device. The at least one common design circuit block is provided on the second outer surface.

Printed wiring board

A control device is provided that can obtain high precision sensor outputs by way of a simple configuration without providing additional components. A control deviceincludes: an internal groundand a power circuit, in which the internal groundis divided into a high-power internal groundprovided inside of a housingon a side of connection part, and a low-power internal groundprovided inside of the housingat a position having an electrical distance from the connection partthat is farther than the ground. The ground of the control targetand the circuitare connected to the ground, the ground of the sensoris connected to a mounting parthaving an electrical distance from the connection partthat is farther than the ground

Control device equipped with multiple grounds

In a control apparatus for an automatic transmission that changes speed of an engine output and transmits it to driven wheels, having an electromagnetic control valve installed in a hydraulic pressure supply device of the transmission and operated upon receipt of current to control hydraulic pressure supply to the transmission; and a current supply controller composed of a microcomputer installed on an electronic circuit board, calculating a current supply command value of the current supplied to the valve based on a hydraulic pressure supply control value of the transmission calculated based on the vehicle's operating condition and controlling current supply from a battery to the valve based on the command value, a load detector detects load of an electric device that shares ground set on the board with the valve; and the current supply controller calculates the command value based on the hydraulic pressure supply control value and detected load.

Control apparatus for automatic transmission

A frequency spectrum analyzing apparatus for performing a frequency spectrum analysis with respect to a detected value of an operating parameter of an internal combustion engine in synchronism with rotation of the engine, is provided. The operating parameter is sampled at predetermined time intervals, and the sampled value is converted to a digital value. Intensities of first and second elements are calculated with respect to a predetermined number of the sampled values, wherein the first and second elements respectively correspond to a plurality of frequency components contained in the detected value, and a phase of the second element differs from a phase of the first element by 90 degrees. Frequency component intensities corresponding to the plurality of frequencies are calculated in synchronism with rotation of the engine, using the first element intensities and the second element intensities. Offset components contained in the first element intensities and the second element intensities are calculated, and the frequency component intensities are calculated after removing the offset components from the first and second element intensities.

Frequency spectrum analyzing apparatus

A frequency spectrum analyzing apparatus for performing a frequency spectrum analysis with respect to a detected value of an operating parameter of an internal combustion engine in synchronism with rotation of the engine, is provided. The operating parameter is sampled at predetermined time intervals, and a sampled value is converted to a digital value. Intensities of first and second elements are calculated with respect to a predetermined number of the sampled values. The first elements and second elements respectively correspond to a plurality of frequency components contained in the detected value, and a phase of the second element differs from a phase of the first element by 90 degrees. Frequency component intensities corresponding to the plurality of frequency components are calculated in synchronism with rotation of the engine, using the first element intensities and the second element intensities. The frequency component intensities are calculated by replacing a part of an integrated value of the first element intensities, and a part of an integrated value of the second element intensities respectively with corresponding preceding calculated values, when an rotational speed of the engine is higher than or equal to a set threshold value.

An ignition timing control system for an internal combustion engine, for controlling an ignition timing of the engine, is provided. A charging efficiency of the engine is calculated according to the intake air flow rate and the engine rotational speed which are detected, and a knock limit ignition timing is calculated according to the engine rotational speed and the charging efficiency. A knock correction value is calculated according to the knocking detection result by a knock sensor, and a learning parameter table, in which first and second learning parameters are set, is updated based on the engine rotational speed and the knock correction value when the knocking is detected. The learning parameter table is retrieved according to the engine rotational speed, to calculate the first and second learning parameters. Each-cylinder correction values are calculated corresponding respectively to a plurality of cylinders of the engine using the charging efficiency, the first learning parameter, and the second learning parameter and the ignition timing of the engine is controlled using the knock limit ignition timing and the each-cylinder correction value.

Ignition timing control system for internal combustion engine

A knocking detecting apparatus for an internal combustion engine, which can more accurately perform the knocking determination based on frequency components of the output signal of the knock sensor, is provided. A frequency spectrum analysis of the knock sensor output signal is performed at predetermined angular intervals of the crankshaft rotation angle. Intensities of a plurality of frequency components obtained by the frequency spectrum analysis are stored as time series data. The time series data of the frequency component intensity are binarized, and it is determined whether or not a knocking has occurred based on the binarized time series data.

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Wako, Japan

Atsushi Kurauchi