Nissan Motor Company Limited

Kazuhiro Ishigami

Hiroshi Yamaguchi

Yuji Kato

Hiroshi Sasaki

Shigeki Shimanaka

Tatsuo Wakahara

Shinsuke Nakazawa

Haruo Yuzawa

Hiroshi Asano

Shinichi Takenouchi

Katsuyuki Nakamura

Masafumi Nishiyama

Kazuya Takahashi

Ikutaro Noji

Kazuhiro Higashiyama

Shoji Furuhashi

Makoto Fukubayashi

Naoki Nakada

Nobuyuki Kawai

Shozo Nakayama

Shinich Takenouchi

An apparatus for use with an automotive vehicle having an internal combustion engine to record vehicle operation data. The apparatus is arranged to record the vehicle operation data when the vehicle stops before the engine stops.

Vehicle operation data recording apparatus

In an engine idle speed control system associated with an air conditioner provided with an evaporator for evaporating a refrigerant compressed by a compressor actuated or deactuated by an engine near an evaporator freeze limit temperature, the engine idle speed is increased under consideration of thermal load applied to the compressor whenever the compressor is being actuated. The compressor 21 is deactuated when the temperature of air having passed through the evaporator 22 drops below a predetermined value, and actuated when the same temperature rises beyond another higher predetermined value. Whenever the compressor 21 has been deactuated, the time interval between the deactuation and the actuation of the compressor is measured. If the measured time interval is relatively short, since this indicates a relatively high thermal load applied to the compressor, the engine idle speed is increased. However, if the measured time interval is relatively long, since this indicates a relatively low thermal load, the engine idle speed is not increased, thus improving the fuel consumption rate and the compressor durability without frequently actuating and deactuating the compressor.

Engine idle speed control system for automotive vehicle

A predetermined control on an engine, i.e., a fuel-cut operation, is executed after an accelerator has been released under predetermined conditions when vehicle speed is higher than a fuel-cut vehicle speed value and engine speed is higher than or equal to a fuel-cut engine speed value. In an automatic transmission drivingly connected to the engine via a torque converter, a gear shift is initiated after the accelerator has been released. During a shift of the same kind, there occurs a variability in shift shock between the cases with and without the execution of the fuel-cut operation. In order to reduce this variability, the execution of the fuel-cut operation is inhibited until completion of the shift after the accelerator has been released under the predetermined conditions.

Fuel cut-off inhibit for a power-off upshift

A system and method for controlling an operation of an internal combustion engine of a vehicle having an automatic transmission in which at least one of predetermined fuel supply recovery engine revolution speed or predetermined fuel supply cut-off engine revolution speed is varied during the engine deceleration condition according to a state of operation of the automatic transmission. In the first preferred embodiment, a downshift operation of the automatic transmission is detected. In the second preferred embodiment, an overrun clutch solenoid is turned on (energized). In the latter case, both fuel supply recovery and fuel supply cut-off engine revolution speeds are set to higher values than those when the clutch solenoid is turned off (deenergized).

System and method for controlling fuel supply to internal combustion

A hydraulic pressure, i.e., a line pressure, of a hydraulic fluid supplied from an engine driven pump toward a hydraulically actuable coupling of an automatic transmission is held at the maximum pressure value when a temperature of an automatic transmission oil is less than a predetermined temperature value. However, the hydraulic pressure is temporarily decreased from the maximum pressure value to the minimum pressure value for a period of time after cranking of the engine when the transmission oil temperature is lower than the predetermined temperature value. Owing to a decreased load on the engine by the oil pump, smooth cranking and subsequent warming-up operation of the engine is assured under cold whether condition when the automatic transmission oil temperature is lower than the predetermined temperature value.

Line pressure control at cranking and subsequent warming-up operation of

In order to determine a malfunction which results in the loss of torque reduction control, the engine speed and the torque converter characteristics are monitored when a torque down signal is issued. The maximum engine torque which should be produced under such circumstances is used to derive a corresponding maximum engine speed value. If the actual engine speed exceeds the estimated value, appropriate torque down control can be assumed to have been lost. In response a fail safe such as boosting line pressure to switching to an alternative source of torque control can implemented. A suitable warning signal can also be generated.

Automatic transmission and engine control system

To increase engine power, decrease fuel consumption rate and fan noise, and improve riding comfortability, the engine cooling apparatus provided with a motor-driven cooling fan for an automotive vehicle comprises an engine temperature sensor, a vehicle speed sensor, and a controller for actuating the cooling fan when engine temperature exceeds predetermined values varied according to detected vehicle speed. Further, when an air conditioner is turned on, the cooling fan is actuated irrespective of other conditions.

Engine cooling apparatus for automotive vehicle

A spark-ignition internal combustion engine having an intake passageway diverging into first and second intake passage portions leading to combustion chambers of the engine. A blocking valve is movably disposed in the second intake passage portion and be adapted to close in a low engine load operating range while open in a high engine load operating range. The engine is provided with a control unit for controlling operation of the blocking valve and of a spark plug for each combustion chamber. Under the action of the control unit, spark timing of the spark plug is controlled to be advanced in the high engine load operating range relative to that in the low engine load operating range. Additionally, degree of such spark timing advance is reduced during a transition time period from initiation to completion of opening operation of the blocking valve. Degree of such spark timing advance reduction is controlled to vary with time lapse during the transition time period. Such control suppresses phenomena of too early spark timing during the transition time period, thereby preventing engine knock.

Spark-ignition internal combustion engine

A crank angle detecting system for a multicylinder engine includes a disc formed with a large number of slits to detect one-degree crank angular positions and a small number of slits to detect a predetermined piston stroke for each cylinder. Since the widths of a small number of slits are different from each other, it is possible to separately discriminate each cylinder in crank angular position on the basis of the crank angle signals obtained by a large number of slits. In the case where the detecting system is incorporated with a group-ignition system, it is possible to detect a predetermined piston stroke for each cylinder immediately after the engine is started, thus preventing the engine from erroneous ignition.

Crank angle detecting system for engines

In order to simultaneously prevent engine damage due to violent knocking and maintain good fuel economy, an ignition control system firstly controls the ignition timing according to a first schedule suited for fuel having a first octane rating until the engine enters a preselected mode of operation. At this time the ignition is advanced until knocking occurs. The conditions under which the knocking is generated are compared with prememorized data and if this reveals that the octane value of the fuel is higher than that for which the first schedule is suited control is switched to a second schedule designed for fuel having a second and higher octane value.

Fuel octane responsive internal combustion engine ignition system

An internal combustion engine has a combustion chamber and an air passage leading to the combustion chamber for conducting air to the combustion chamber. A throttle valve is disposed in the air passage for adjusting the rate of air flow into the combustion chamber. A compressor is disposed in the air passage at a point upstream of the throttle valve for compressing the air. A flow meter is disposed in the air passage at a point upstream of the compressor for sensing the rate of air flow through the air passage. Fuel is injected into the air passage at a point downstream of the throttle valve. The rate of fuel injection normally has a preset relationship with the sensed air flow rate. When the throttle valve is closed, the fuel injection rate is limited to no more than a predetermined level regardless of the preset relationship between the fuel injection rate and the sensed air flow rate. In the case of periodic fuel injection at a frequency proportional to engine speed, the amount of fuel injected during each fuel injection stroke may be limited to a predetermined level when the throttle valve is closed.

Fuel supply control system for an internal combustion engine

A structure for use in an internal combustion engine including a cooling passage between an engine block outer wall and cylinder walls each defining therein a cylinder. The engine block outer wall has a thickened portion with connection arms extending to the respective cylinder walls to provide a rigid connection between the cylinder wall and the position at which a knock sensor is attached. The rigid connection is effective to transmit vibrations due to internal combustion in the cylinders to the knock sensor with minimized attenuation and minimized distortion.

Engine vibration transmission structure

A structure for use in an internal combustion engine for providing shortened vibration channels through which vibratory forces within engine cylinders are transmitted to a knock sensor attached to the engine on its engine block outer wall. The structure includes a plurality of ribs each extending through a cooling passage between the engine block outer wall and corresponding one of cylinder walls.

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Yokohama, Japan

Kazuhiro Ishigami