Nissan Motor Company Limited

Hitachi, Ltd.

Katsunori Oshiage

Akio Hosaka

Akito Yamamoto

Yasutoshi Nanyoshi

Toshio Matsumura

Hiroshi Takahashi

Toshimi Abo

Sadao Takase

Nobuo Kurihara

Satoshi Takizawa

Takeshi Fujishiro

Haruyoshi Kumura

Hiroshi Satoh

Yasunori Mouri

Masahiro Tsukamoto

Hidetoshi Kanegae

Ikuhiro Taniguchi

Mitsuhiko Ezoe

Masaru Okamoto

Yuji Nakajima

Tetsuji Nishioka

Hiroaki Hashigaya

Nobuji Manaka

A reaction state at an upstream portion of the catalyst unit in which a partial oxidation reaction occurs is detected by a first reaction state detector, and a reforming reaction state in the whole of the catalyst unit composed of a catalyst for promoting a steam reforming reaction and a catalyst for promoting a partial oxidation reaction is detected by a second reaction state detector. Based on a reaction state detected by the second reaction state detector, a first corrector corrects feed amounts of raw fuel gas and oxidation gas, which are supplied to the catalyst unit, and a second corrector corrects a feed amount of the oxidation gas supplied to the catalyst unit and/or a feed timing thereof, based on the reaction state detected by the first reaction state detector.

Reformer controlling apparatus

A fuel cell system and a method of controlling the same, wherein the fuel cell system includes a fuel cell a reformer a combustor a combustor temperature controller that controls output temperature of the combustor at a target temperature, and a reformed gas ingredient concentration presumption unit that produces a presumed output representing ingredient concentration of reformed gas by using given parameters. The combustor temperature controller produces a parameter correction data to correct the given parameters such that the output temperature of the combustor is controlled at the target temperature in quick response to variations in the output temperature of the reformer.

Fuel cell system and method of controlling the same

A driving force control apparatus for moving a vehicle by a desired distance includes an input section for input a desired move distance, a throttle controller section for setting a throttle actuator of the vehicle at an opening degree, an actual moved distance detecting section for detecting an actual moved distance of the vehicle, and a braking section for stopping the vehicle by braking when the vehicle moved the desired distance. Therefore, a slight movement of the vehicle is simplified and therefore the load to a vehicle driver is decreased.

Driving force control apparatus for moving vehicle by desired distance

A brake control system is comprised of a vehicle environment recognition device for obtaining vehicle environment including a road condition, an actuator for applying hydraulic pressure set at a target value to each wheel cylinder, and a controller for calculating the target value on the basis of the vehicle environment. The controller controls the wheel cylinder pressure by driving the actuator so as to adjusting the wheel cylinder pressure at the target value. Therefore, it becomes possible to ensure the same braking distance by the same depression degree of the brake even in various road conditions.

Brake control system for vehicle

An automatic speed control system for an automotive vehicle comprises a vehicle-speed sensor, a throttle actuator adjusting an opening angle of a throttle, a brake actuator adjusting a brake-fluid pressure applied to wheel cylinders, and a switching-operation decision unit controlling the switching from one of a driving-force control of the throttle actuator and a braking-force control of the brake actuator to the other. A first arithmetic circuit calculating a command signal value for the throttle actuator and a second arithmetic circuit calculating a command signal value for the brake actuator are designed to provide transition durations. The decision unit acts to continue either one or the other control executed prior to a transition for its transition duration.

Automatic speed control system for automotive vehicles

A slip suppressive drive control system derives an optimal wheel slippage for slip control mode operation on the basis of an actual engine speed, a vehicle speed and the wheel speed of a driving wheel. A target engine speed is derived based on the derived optimal wheel slippage so that optimal wheel slippage is obtained at the target engine speed. The system is responsive to wheel slippage which is derived on the basis of the vehicle speed and wheel speed on the driving wheel, to perform slip control mode operation by performing fuel cut-off to shut down fuel supply for the engine in order to adjust the actual engine speed to the target engine speed.

Slip suppressive drive control system for automotive vehicle with

A self-monitoring system for an automotive electronc control system such as an engine control system, an electronic anti-skid control system or electronic automatic transmission control system is adapted to check each segment of the electronic control system in order to detect faulty segments. To detect faulty segments, the self-monitor system checks inputs and outputs of the electronic control system. The checked data is stored in a memory which is not erased when the power supply is turned off. The self-monitoring system is associated with another automotive microcomputer which includes a display unit. The other automotive microcomputer is adapted to display the results of the checking operation of the self-monitoring system in response to a display request manually inputted from a manual unit to display identification of the fault segment and/or error condition thereof. The monitor can also be associated with a fault indicator, such as an LED, which is responsive to detection of error in any of the segments to turn on.

Electronic device with self-monitor for an automotive vehicle

A deviation of an actual reduction ratio from a desired reduction ratio is computed. A proportional and integral control is carried out so as to reduce the deviation in good response. A proportional term control gain and an integral term control gain are given different values for downshifting and upshifting, respectively, so as to provide a quick response in downshifting and a gradual response in upshifting.

Control device for vehicular engine continuously variable transmission

An apparatus for controlling an internal combustion engine having a plurality of cylinders and fuel injectors provided to inject fuel in a sequential fashion for the respective cylinders. Fuel injection is made twice from a given fuel injector. The control circuit calculates a first value for the amount of fuel injected from the fuel injector during the first fuel injection and a second value for the amount of fuel injected from the fuel injector during the second fuel injection. During transition of the engine operation, an engine load variation is produced between the times at which the first and second values are calculated. A correction factor is calculated based on the engine load variation with an estimation of a first value to be calculated for the cylinder when the fuel injected during the first and second fuel injections is charged in the cylinder.

Fuel control apparatus

A ratio control system for a continuously variable transmission employs proportional and integral control. When an error is greater than a predetermined value, a variation in a component of a shift command signal which is based on an integral control factor is restrained. A shift actuator is operable on the shift command signal to effect shifting in the continuously variable transmission.

Ratio control for continuously variable transmission

A fuel injection control system performs fuel injection for each engine cylinder at mutually different timings in each engine revolution cycle. First and former fuel injection is take place at a timing well advanced in view of a timing of opening of an intake valve of the corresponding engine cylinder to inject full amount of fuel derived on the basis of an engine load and engine speed. Second fuel injection is performed at a timing close to or within the intake valve open period for injecting an amount for compensating fuel amount to be increased depending upon increase of the engine load. In addition, acceleration enrichment upon engine acceleration demand is taken place by adjusting the fuel injection amount for second fuel injection.

Fuel injection control system for internal combustion engine with

An apparatus for controlling the amount of fuel supplied to the engine and the timing of the sparks supplied to the engine. The apparatus reads an engine load sensor at time intervals. A read value of engine load is used in determining the amount of fuel required for one cylinder of the engine. This engine load value is also used in determining the spark timing required for the one cylinder.

Engine control apparatus

A control system for injecting fuel twice in each operating cycle of an internal combustion engine is provided with a control unit which comprises a first section for determining a desired injection quantity in accordance with an engine load and other engine operating parameters, a second section for determining a first fuel injection quantity from a recent value of the desired quantity and commanding the first injection, a third means for determining a compensation fuel quantity for compensating for a change of the desired quantity after the first injection by subtracting a more recent value of the desired quantity from the recent value used for determining the first injection quantity, and a fourth section for determining a second fuel injection quantity from the compensation quantity.

Fuel injection control system for internal combustion engine

A system and method for controlling ignition timing of an internal combustion engine controls the ignition timing in accordance with the measured intensity of knocking when such occurs. The system corrects the ignition timing by a retardation amount related to the intensity of knocking. The system monitors engine vibration over a period in which knocking cannot occur and over the period after TDC in which knocking may occur and compares the vibration intensity levels to produce a statistical measure of knocking intensity. If the measured intensity reflects a high probability of severe knocking, ignition is retarded immediation to an extent related to the measured intensity. If knocking is absent to a high probability, ignition timing is advanced to a fixed extent. When only light knocking is detected, the measured intensity is monitored over numerous ignition cycles until the cumulative intensity level reflects a high probability either of desirable trace knocking or moderately disruptive knocking. In the latter case, ignition is retarded to a fixed extent.

System for controlling ignition timing in an internal combustion engine

A highly reliable, fail-safe circuit for a control system wherein a controlled device will always receive a control signal derived from a main control circuit when the main control circuit operates normally even if a back-up control circuit backing up at least one function of the main control circuit which is a minimum requirement for an operation of the controlled device fails or wherein a controlled device will receive a control signal derived from the back-up control circuit when the main control circuit fails. Replacement of the control signal from the main control circuit with a back-up control signal from the back-up circuit is carried out only when the back-up circuit outputs a particular signal at or near a predetermined frequency or alternatively when the back-up circuit outputs a plurality of parallel logical signals in a predetermined combination.

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Yokohama, Japan

Katsunori Oshiage