Honda Motor Co., Ltd.

Hisashi Ito

Hideharu Takamiya

Masaki Ueno

Koichiro Shinozaki

Masaya Agata

Atsuki Iwamitsu

Mitsuo Muraoka

Yoshinori Ando

Kentaro Onuma

Kohei Hanada

Daisuke Shiomi

Akio Futatsudera

Hirotaka Komatsu

Seiichiro Irie

Chiho Chinda

Hidenori Sakai

Yasuhiro Motohashi

A hybrid vehicle is provided. A vehicle V has a gasoline particulate filter (GPF) provided on an exhaust passage to capture particulate matter (PM) included in exhaust, a generator motor connected to a crank shaft of an engine, an exhaust temperature sensor acquiring a filter temperature correlated with a temperature of the GPF, and an electronic control unit (ECU) performing motor drive control for rotating the crank shaft with the generator motor when a filter temperature is higher than or equal to a PM combustion start temperature and a PM combustion integration amount that is an integration amount of PM combusted in the GPF is less than a PM discharge integration amount.

Hybrid vehicle

Provided is a vehicle in which an internal combustion engine can be suitably assisted by a rotating electrical machine. The vehicle is provided with an internal combustion engine, a rotating electrical machine, a transmission, a clutch placed between the transmission and the combination of the internal combustion engine and rotating electrical machine, and a motive power control device that controls the motive power of the internal combustion engine and the rotating electrical machine. The motive power control device calculates additional motive power for the rotating electrical machine on the basis of the difference between the motive-power-transmitting capacity of the clutch and the motive power of the internal combustion engine.

Vehicle

A power control device of a vehicle disallows generation of additional power of rotating electrical machines when power of an internal combustion engine is transmitted to a transmission via a clutch and an amount of operation of an accelerator pedal is lower than an operation threshold value. The power control device allows generation of additional power of the rotating electrical machines when power of the internal combustion engine is transmitted to the transmission via the clutch and the amount of operation of an accelerator pedal is higher than the operation threshold value.

Control of internal combustion engine and rotating electrical machine for vehicle

In a vehicle, a first rotating electrical machine, is connected to first wheels via a clutch, and second rotating electrical machines are connected to second wheels or the first wheels without going through the clutch. A power control device allocates electric power to the second rotating electrical machines with higher priority over the first rotating electrical machine when adding additional power to power of an internal combustion engine, thereby generating power of the second rotating electrical machines with higher priority over power of the first rotating electrical machine.

A control system for an internal combustion engine, which is capable of quickly and properly ensuring excellent fuel economy of the engine even when atmospheric pressure has changed. The control system includes an ECU. The ECU performs weighted average calculation on lowland map values and highland map values, based on atmospheric pressure, to thereby calculate map values of a demanded torque that minimize a fuel consumption ratio of the engine in the atmospheric pressure, and calculates engine demanded output. The ECU calculates demanded torque and demanded engine speed using the map values and the engine demanded output, respectively. The ECU controls the engine using the demanded torque.

Control system for internal combustion engine

An intake control system for an internal combustion engine, which, even when there are a plurality of intake air amounts for attaining one target torque, is capable of positively selecting a minimum intake air amount therefrom without causing hunting, and setting the minimum intake air amount as a target intake air amount, thereby making it possible to improve fuel economy. The intake control system calculates a maximum intake air amount, sets a plurality of provisional intake air amounts within a range of 0 to the maximum intake air amount, calculates torques estimated to be output from the engine with respect to the provisional intake air amounts, respectively, selects a minimum provisional intake air amount that makes the estimated torque equal to or close to the target torque from the relationship between the provisional intake air amounts and the estimated torques, and sets the same as the target intake air amount.

Intake control system for internal combustion engine

An intake control system for an internal combustion engine is capable of ensuring a differential pressure across an EGR valve, and controlling an EGR amount with high accuracy. A target fresh air amount is set based on a demanded torque calculated according to operating conditions of the engine. A differential pressure across an EGR valve is set as a target differential pressure. When it is determined that the across-valve differential pressure is not in a state in which the target differential pressure can be ensured, an opening degree of the EGR valve is controlled to limit an EGR amount. An opening degree of a throttle valve is controlled based on the target fresh air amount, so as to ensure the target differential pressure.

A control apparatus for an internal combustion engine having a throttle valve disposed in an intake passage of the engine is provided. A wide-open intake air amount, which is an intake air amount corresponding to a state where the throttle valve is fully opened, is calculated, and a theoretical intake air amount, which is an intake air amount corresponding to a state where no exhaust gas of the engine is recirculated to a combustion chamber of the engine, is calculated according to the wide-open intake air amount and the intake pressure. An air-fuel ratio correction amount and a learning value thereof are calculated according to the detected air-fuel ratio, and a reference intake air amount is calculated using the intake pressure, the engine rotational speed, the air-fuel ratio correction amount, and the learning value. A lower limit value of the detected intake air amount is set according to the reference intake air amount, and a limit process is performed for limiting the detected intake air amount within a range of values which are equal to or greater than the lower limit value. An amount of the evaporative fuel/air mixture supplied to the intake passage is calculated, and the limit-processed intake air amount is corrected using the evaporative fuel/air mixture amount to calculate an intake gas amount. An exhaust gas recirculation ratio is calculated using the theoretical intake air amount and the intake gas amount.

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Wako, Japan

Hisashi Ito