Honda Giken Kogyo Kabushiki Kaisha

Hajime Uto

Toshiaki Ichitani

Makoto Kobayashi

Takeshi Suzuki

Yoshio Nuiya

Takuya Aoki

Shigetaka Kuroda

Yuichi Shimasaki

Kazutomo Sawamura

Hiroaki Kato

Yasunari Seki

Kenichi Maeda

Takashi Komatsuda

Toshihiko Sato

Hiroshi Maruyama

Yoichi Iwata

Masataka Chikamatsu

Tsuyoshi Takizawa

Shukoh Terata

Hiroaki Muramatsu

Ryuji Fujino

Katuhiro Kumagai

An fuel supply amount control system for an internal combustion engine comprises an evaporative fuel passage extending between the fuel tank and the intake system of the engine, and a control valve arranged across the evaporative fuel passage, for opening and closing the evaporative fuel passage. A pressure sensor detects pressure within the fuel tank. The opening of the control valve is controlled such that the interior of the fuel tank is held under negative pressure. After termination of negative pressurization of the fuel tank, the amount of fuel supplied to the engine is increased according to an amount of increase in the pressure within the fuel tank detected by the pressure sensor.

Fuel supply amount control system for internal combustion engines

An evaporative emission control system for an internal combustion engine includes of an evaporative fuel passage extending between the fuel tank and the intake system of the engine, and a control valve arranged across the evaporative fuel passage for opening and closing the evaporative fuel passage. The opening of the control valve is controlled such that the interior of the fuel tank is under negative pressure during operation and stoppage of the engine. The opening of the control valve is set to a desired value according to operating conditions of the engine.

Evaporative emission control system for internal combustion engines

An evaporative emission control system for an internal combustion engine includes an evaporative fuel passage extending between the intake system and the fuel tank of the engine. A control valve is arranged across the evaporative fuel passage, for opening and closing the evaporative fuel passage. The opening of the control valve is controlled such that the interior of the fuel tank is under negative pressure during operation and stoppage of the engine.

A residual fuel amount-estimating system for a fuel tank of an internal combustion engine installed in a vehicle. A pressure sensor detects the pressure within the fuel tank. The interior of the fuel tank is negatively pressurized, and a rate of change in the pressure within the fuel tank during negative pressurization is detected. A residual fuel amount within the fuel tank is estimated, based on the detected rate of change in the pressure within the fuel tank.

Residual fuel amount-estimating system for fuel tank of internal

A failure detection system detects a failure occurring in an exhaust secondary air supply system of an internal combustion engine, and has a catalytic converter installed in an exhaust pipe of an exhaust system of the engine for reducing pollutants from exhaust gases emitted from the engine, a conduit connected, at one end, to the exhaust pipe at a location upstream of the catalytic converter and an air pump connected to an opposite end of the conduit for supplying compressed air in the conduit. The conduit is closed by the a valve which opens in response to the negative pressure and a second valve which opens in response to the conduit pressure. In the system a first prescribed level and the second prescribed level are set and two pressure switches are provided for generating output at the levels. A failure occurring in the air pump and the valve is detected based on operation of the air pump and the output of the pressure detectors. Alternatively, the failure is detected by changing the timing of the termination of the air pump and closing of the second valve while using one switch and the second prescribed level. The system is simple in configuration.

Failure detection system of exhaust secondary air supply system of

An evaporative fuel-processing system for an internal combustion engine for a vehicle includes an evaporative fuel-guiding port for guiding evaporative fuel generated from the fuel tank, an adsorbent for adsorbing the evaporative fuel guided from the evaporative fuel-guiding port, an evaporative fuel-discharging port for discharging the evaporative fuel desorbed from the adsorbent, and an air-introducing port for introducing air. The system comprises a first passage for allowing the air-introducing port to communicate with the chassis side frame of the vehicle, and a second passage for allowing the air-introducing port to communicate with the engine room of the vehicle. A first one-way valve is arranged across the first passage, for allowing a flow from the chassis side frame of the vehicle to the air-introducing port, and a second one-way valve means is arranged across the second passage, for allowing a flow from the air-introducing port to the engine room of the vehicle.

Evaporative fuel-processing system for internal combustion engines for

A catalyst deterioration-determining system determines deterioration of a catalyst arranged in the exhaust passage of an internal combustion engine. An ECU is responsive to an output from an O.sub.2 sensor arranged upstream of the catalyst or outputs from O.sub.2 sensors arranged upstream and downstream of the catalyst for controlling the air-fuel ratio of a mixture supplied to the engine by means of an air-fuel ratio correction value (first air-fuel ratio control). When the engine is in a predetermined operating condition, the system effects changeover from the first air-fuel ratio control to a second air-fuel ratio control which is responsive to the output from the downstream O.sub.2 sensor for controlling the air-fuel ratio of the mixture by means of the air-fuel ratio correction value. After the changeover has been effected, a time period is measured which elapses from the time the second air-fuel ratio control causes a change in the air-fuel ratio correction value from a richer side to a leaner side or vice versa with respect to a stoichiometric air-fuel ratio to the time the output from the downstream O.sub.2 sensor is inverted from the richer side to the leaner side or vice versa with respect to the stoichiometric air-fuel ratio. It is determined that the catalyst is deteriorated, when the measured time period is shorter than the predetermined time period.

System for determining deterioration of catalysts of internal combustion

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Wako, Japan

Hajime Uto