Honda Giken Kogyo Kabushiki Kaisha

Kazuhiro Ueda

Ken Ogawa

Shigeru Aoki

Hiroshi Tagami

Toshiyuki Nishida

Isao Komoriya

Katsunori Nakamura

Atsushi Kato

Yutaka Kohda

Ryuichi Noseyama

Kenichiro Ishibashi

Takashi Sasaki

Yutaka Tamagawa

Yusuke Tatara

Yoshikazu Oshima

Shuji Nagatani

Eijiro Shimabukuro

Shigeo Hidai

Susumu Nakajima

Mitsuru Ikeo

Akira Murakami

Hiromi Matsuura

Moriyoshi Awasaka

Hideki Minami

Eisaku Gosho

Nobuo Arai

Toru Kimura

Yoshikazu Ohshima

There are provided a control system and method and an engine control unit for an internal combustion engine, which are capable of determining an amount of fuel to be injected during a two-stage fuel injection combustion mode and a duration period of this mode such that stable combustion and smooth transition between combustion and smooth transition between combustion modes are ensured. The control system includes an ECU and a crank angle sensor. The ECU calculates a demanded torque PME demanded of the engine, and determines which of the homogenous combustion mode, the stratified combustion mode, and the two-stage fuel injection combustion mode should be selected as the combustion mode of the engine, based on the demanded torque PME. The ECU determines an injection time period ToutD during the compression stroke in two-stage fuel injection combustion mode based on the engine rotational speed.

Control system and method and engine control unit for internal combustion engine

An ignition time controller for an internal combustion engine is provided for setting an ignition time such that it can rapidly converge to an appropriate value in accordance with a change in intake characteristics associated with a change in cam phase in either of a uniform combustion mode and a stratified combustion mode in a direct injection type internal combustion engine having a cam phase changing mechanism. The ignition time controller comprises a required torque determining unit for determining a required torque outputted by the internal combustion engine based on an engine rotational speed and an accelerator opening, a fuel injection time determining unit for determining a time at which a fuel is injected into a cylinder, a basic ignition time determining unit for determining a basic ignition time based on the engine rotational speed and the required torque in the uniform combustion mode and based on the engine rotational speed and the fuel injection time in the stratified combustion mode, and a basic ignition time correcting unit for correcting the basic ignition time in accordance with a cam phase deviation between an actual cam phase and a target cam phase.

Ignition time controller, ignition time control method and engine control unit for internal combustion engine

There are provided a control system and method and an engine control unit for an internal combustion engine, which are capable of attaining a high combustion efficiency in both of a homogeneous and a stratified combustion modes, thereby improving drivability and fuel economy, as well as a control system for an internal combustion engine which is capable of ensuring stable combustion in both the modes. In one form of the invention, the control system includes an ECU for controlling ignition timing IG of an in-cylinder fuel injection type engine which is operated while switching the combustion mode between the homogeneous and stratified combustion modes. The ECU determines which of the homogeneous and stratified combustion modes should be selected.

There are provided a control system and method and an engine control unit for an internal combustion engine including two types of variable valve mechanisms capable of changing a camp phase and a cam profile, respectively, which system is capable of determining an amount of fuel to be injected as a value suited to charging efficiency at the time by simplified calculation processing, thereby performing the fuel injection control properly in a simplified manner. The fuel injection control system includes an ECU. The ECU searches a map for a multiplier term Ati for a high-speed cam or low-speed cam based on the rotational speed of the engine and the cam phase, and a map for an addend term Bti for the high-speed cam or the low-speed cam based on the rotational speed of the engine and the cam phase. The ECU calculates a basic fuel injection time period Tibase as the sum of the product of an intake pipe absolute pressure PBA and the multiplier term Ati and the addend term Bti (Ati&times;PBA&plus;Bti).

Fuel injection control system and method and engine control unit for internal combustion engine

There is disclosed a fuel injection control system for an internal combustion engine, which is capable of properly determining fuel injection timing such that the fuel injection timing reflects behaviors of injected fuel, thereby improving drivability and fuel economy. The internal combustion engine of an in-cylinder fuel injection type is operated while switching between a stratified combustion mode in which fuel injection into each cylinder is performed during a compression stroke and a homogenous combustion mode in which the fuel injection into the cylinder is performed during an intake stroke. The fuel injection control system controls fuel injection timing. A required fuel injection time is determined based on detected operating conditions of the engine. A direct ratio and a carry-off ratio are determined based on the operating conditions of the engine. The required fuel injection time is corrected by using the direct ratio and the carry-off ratio, whereby a final fuel injection time period is determined. Based on the engine rotational speed and the final fuel injection time period, the fuel injection timing is determined.

Fuel injection control system for internal combustion engine

A control apparatus for a hybrid car is provided, capable of reliably protecting an electric double layer capacitor from being subjected to an excess voltage. A hybrid car comprises an engine E, a clutch , driving wheels W, a motor , an electric double layer capacitor for supplying electric power to the motor and for storing the electric power generated by the motor, a switching device for connecting or disconnecting the electric double layer capacitor and the motor, and a voltage detecting device for detecting the terminal voltage of the electric double layer capacitor, and a control device for controlling the switching device in response to the terminal voltage detected by said voltage detecting device, wherein when the terminal voltage of the electric double layer capacitor exceeds a standard value, while the motor is actuated as a brake, the control device is constituted such that the connection between the electric double layer capacitor and the motor is disconnected and the clutch is connected.

Control apparatus for hybrid vehicle

By preventing engagement of an engaging part (clutch) under appropriate conditions, it is possible to effectively avoid the so-called surging phenomenon. When there is an engaging directive for the clutch, the rotational speed of the engaging element positioned at the output shaft side of the drive/regeneration motor (the clutch output rotational speed) is detected, and the gear ratio of the CVT is detected, and when the product of the rotational speed of the engaging element and the gear ratio of the CVT is equal to or below a predetermined value, complete engagement between the engaging elements is prevented, and control is conducted which makes the gear ratio large.

There is provided a method of controlling a compression ignition internal combustion engine which allows switching of combustion of an air-fuel mixture between compression ignition combustion for burning said air-fuel mixture by compression ignition and spark ignition combustion for burning said air-fuel mixture by spark ignition, in dependence on an operating condition of said engine. Ignition timing of said spark ignition is progressively retarded when the switching of said combustion is carried out from said spark ignition combustion to said compression ignition combustion, to thereby control the switching of said combustion to said compression ignition combustion.

Method of controlling compression ignition internal combustion engine

A fuel injection method wherein optimum fuel injection timing in a fuel-injection type gas fuel engine is determined by setting fuel injection end timing to be after the start of opening of an intake valve. That is, when injection ends in a first half of the intake valve open period the volumetric efficiency .eta.v falls and the engine output also falls, because the injection period overlaps with a period of positive pressure arising inside the intake pipe before opening of the intake valve, but when injection ends in a second half of the intake valve open period the volumetric efficiency .eta.v rises and the engine efficiency also rises, because the injection period overlaps with a period of negative pressure arising in the intake pipe during the first half of the intake value open period. Consequently, when fuel is injected during this trough in the intake port pressure, the volumetric efficiency increases and the engine output also increases by several percent.

Fuel injection method for gas fuel engine

Supply of fuel is stopped when fuel pressure sensed by a pressure sensor provided upstream of a regulator is at a predetermined value or less to avoid abnormal combustion caused by improper adjustment of air/fuel ratio. Even slight variation of the fuel pressure is sensed by monitoring the fuel pressure in an interval after closing a fuel shut-off valve once opened to re-opening of it. In addition, an abnormal state in the fuel system is detected by comparing an accumulated value of amount of injected fuel and an estimated value of fuel consumption in the tank. Furthermore, the peak current value of the fuel injection valve is controlled so that, when the engine at a low temperature is started, lift load of the injection valve is larger than sticking force of the injection valve, thereby preventing such situation where the injection valve is frozen so that it cannot supply fuel to the engine. In this case, the engine can be smoothly started by simultaneously controlling the valve open time. Furthermore, the temperature of the regulator is properly maintained so that optimum function can be exhibited by controlling the flow rate of cooling water flowing through a water passage provided in the regulator for regulating the fuel gas pressure.

Gas fuel supply system for vehicle

A fuel supply mechanism for a gas combustion engine has a tank filled with a gas fuel, a fuel injector having a fuel injection valve mounted on the gas combustion engine, a pipe for supplying the gas fuel from the tank to the fuel injector, a gas fuel cutoff valve in the pipe for cutting off the gas fuel flowing through the pipe, a gas fuel state detector for detecting a state of the gas fuel, and a control unit responsive to a detected signal from the gas fuel state detector for controlling the gas fuel cutoff valve and the fuel injection valve.

Growing community of inventors

Saitama-ken, Japan

Kazuhiro Ueda