Honda Motor Co., Ltd.

Kazuhiko Imamura

Hiroshi Yatani

Tomoharu Hozumi

Yutaka Ishikawa

Masaaki Nagashima

Takeshi Aoki

Atsuhiro Miyauchi

Atsushi Mitsui

Hirofumi Hara

Yoshinori Andou

Kenichi Maeda

Takeshi Hara

Mahito Shikama

Takahide Mizuno

Kotaro Miyashita

Akio Muto

Koichi Yoshiki

Nobuyuki Watanabe

Nobuaki Ito

Hirokazu Toyoshima

Nobuo Suzuki

Ryuichi Mori

Masayuki Wakui

Hisashi Daicho

Chiharu Shimizu

Ryuji Kohno

Takashi Kon

Joji Hijikata

Paul DeHart

Toshiichi Terakado

Masanori Ohara

An internal combustion engine cooling system, including: an internal combustion engine; a cooling circuit in which cooling fluid for cooling the internal combustion engine is circulated; a radiator for cooling the cooling fluid; a radiator circuit that branches from the cooling circuit to guide the cooling fluid to the radiator and return the cooling fluid having passed the radiator to the cooling circuit; a thermostat that is provided in a portion where the cooling circuit and the radiator circuit are connected to each other and that opens and closes a path between cooling circuit and the radiator circuit; a heater for heating the thermostat; and a control device for controlling the heater.

Internal combustion engine cooling system

A sticking condition of a lock-up clutch is judged by an oil temperature of hydraulic oil and a slip ratio of the LC. An intake air amount of an engine is increased while the LC is judged to be in a sticking condition, and the increase of the intake air amount of the engine is terminated when the judgment to be in the sticking condition is canceled. This enables to effectively prevent a rotation speed of the engine from decelerating in a range (timing) where a sticking of the LC occurs, and further prevent the rotation speed of the engine from rapidly accelerating in a range where a sticking of the LC does not occur. Therefore, decelerations of engine rotation speed due to a sticking of the lock-up clutch and rapid accelerations of engine rotation speed after the sticking has been eliminated can both be prevented.

Control device for automatic transmission for vehicle

An apparatus to control an internal combustion engine includes a cylinder operation controller configured to switch a cylinder operation between an all-cylinder operation and a cylinder deactivation operation. A deactivation time parameter integrating device is configured to integrate a deactivation time parameter indicating a deactivation time of the part of the plurality of cylinders to calculate an integrated deactivation time parameter. An inhibiting device is configured to inhibit the cylinder deactivation operation if the integrated deactivation time parameter calculated by the deactivation time parameter integrating device is larger than or equal to a reference value. The deactivation time parameter integrating device holds the integrated deactivation time parameter as an initial value after an operation of the internal combustion engine is stopped. The deactivation time parameter integrating device resumes integrating the deactivation time parameter using the initial value when the internal combustion engine restarts.

Apparatus to control internal combustion engine, method for controlling internal combustion engine and non-transitory computer-readable recording medium

An electric load system and method for a vehicle includes an electric load, electric devices, an electrically driven element operating in an operating state, an electric load detector to measure an electric load generated by the electric devices, and an electric control unit communicating with the electric load detector and the electrically driven element to determine an electric load of the electric load system. The method includes estimating an electric load of the electrically driven element based on an operating state of the electrically driven element via the electric control unit and adding the electric load from the electrically driven element to an electric load measured by the electric load detector.

Vehicle electric load system

A stop control system for an internal combustion engine, which is capable of accurately stopping a piston at a predetermined position during stoppage of the engine while preventing occurrence of untoward noise and vibration. After stopping the engine, the stop control systemfor the engineaccording to the present invention executes a first stage control (step) in which a throttle valveis controlled to a first stage control target opening degree ICMDOFPRE smaller than a second predetermined opening degree ICMDOF, in order to stop the piston at the predetermined position, before executing a second stage control (step) in which the throttle valveis controlled to the second predetermined opening degree ICMDOF. Further, the stop control systemstabilizes initial conditions at the start of the second stage control by setting a first stage control start rotational speed NEICOFPRE and a first stage control target opening degree ICMDOFPRE according to a change in a corrected target stop control start rotational speed NEICOFREFN (stepsand).

Stop control system and method for internal combustion engine

A safety control apparatus for an automatic transmission includes a speed range detector, an oil temperature detector, a vehicle speed detector, a speed-range shifting device, a shift inhibiting device, and a maximum-speed limiting device. The shift inhibiting device is configured to inhibit an automatic downshift and a manual downshift by a driver if the speed-range shifting device performs a forcible upshift. The maximum-speed limiting device is configured to limit a maximum vehicle speed to a third vehicle speed if an oil temperature reaches a second oil temperature which is higher than a first oil temperature and if a vehicle speed is not lower than a second vehicle speed which is higher than a first vehicle speed.

Safety control apparatus for automatic transmission and method for controlling automatic transmission

To provide a stop control system for an internal combustion engine, which is capable of accurately stopping a piston at a predetermined position while compensating for variation in the stop characteristic of the piston and aging thereof. The stop control systemfor the engineaccording the present invention controls a throttle valvetoward an open side when an engine speed NE becomes lower than a stop control start rotational speed NEIGOFTH after the engineis stopped (step), whereby a final compression stroke rotational speed NEPRSFTGT is controlled to a predetermined reference value NENPFLMTO, to thereby control the stop position of the pistonto a predetermined position. Further, the correlation between the stop control start rotational speed NEIGOFTH and the final compression stroke rotational speed NEPRSFTGT is determined (step, FIG.), and based on the determined correlation, a target stop control start rotational speed NEICOFREFX is calculate and learned (step), for use in the stop control.

An air bypass valve failure detecting device outputs an opening command to an air bypass valve when a throttle valve suddenly closes, thereby prevent surging from occurring in a second intake passage between a turbocharger and a throttle valve. When the opening command is outputted to the air bypass valve, failure detection for the air bypass valve is permitted only if an intake air quantity of an engine immediately before a closing command is changed to the opening command is equal to or larger than a predetermined value. Thus, it is possible to prevent the failure detecting device from erroneously determining that the air bypass valve is normal although valve closing failure of the air bypass valve has occurred. This is because, when the intake air quantity is smaller than the predetermined value, surging does not occur in the second intake passage even if the valve closing failure of the airy bypass valve has occurred.

Air bypass valve failure detection device in supercharging device for engine

When an engine load QC is equal to or larger than a predetermined value, an acceleration-state determiner determines that a turbine is in an acceleration state, and a supercharging-pressure-control-state determiner determines that supercharging-pressure controller (a bypass valve, a wastegate, and a variable flap) of a turbocharger are in a maximum supercharging pressure control state (a closed valve state), i.e., when a delay coefficient &#x3b1; of the turbocharger calculated by a delay-coefficient calculator on the basis of an actual supercharging pressure &#x3c0;c and a convergent value &#x3c0;c* of a supercharging pressure calculated by a convergent-value calculator indicates a value peculiar to the turbocharger, a failure of the supercharging-voltage controller is determined on the basis of the delay coefficient &#x3b1;. Thus, it is possible to secure a high failure detection accuracy, and increase a frequency of performing failure detection even when the engine load QC suddenly changes to cause a delay in a response of the supercharging pressure &#x3c0;c.

Failure detecting device for supercharging-pressure control means in supercharging device of engine

An evaporative fuel processing system for processing evaporative fuel generated a fuel tank. A canister temporarily stores evaporative fuel generated in the fuel tank. A charge passage connects the fuel tank and the canister. A first purge passage connects the canister and an intake pipe of an internal combustion engine having a turbocharger. A purge control valve is provided in the first purge passage for adjusting a flow rate of gases flowing through the first purge passage. A second purge passage connects a downstream side of the purge control valve of the first purge passage and an upstream side of the turbocharger of the intake pipe. A jet pump is mounted on the second purge passage. A pressurized air supply passage supplies air pressurized by the turbocharger to the jet pump. The jet pump includes a nozzle for discharging the pressurized air supplied through the pressurized air supply passage.

Evaporative fuel processing system

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Wako, Japan

Kazuhiko Imamura