Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Honda Giken Kogyo K.k.

Honda Giken Kogyo K.k. (Honda Motor Co., Ltd. in English)

Denso Corporation

Honda Giken Kogyo K.k. (Honda Motor Co., Ltd.)

Ken Ogawa

Toru Kitamura

Yasunori Ehara

Isao Komoriya

Yoshikazu Oshima

Toshinari Shinohara

Chiho Itoga

Kei Machida

Kazuhiro Ueda

Hiroshi Tagami

Hiroshi Sono

Kotaro Miyashita

Shuji Nagatani

Yoshihisa Hara

Shinichi Okunishi

Atsushi Kato

Masahiro Sato

Shusuke Akazaki

Masaki Ueno

Atsushi Umemoto

Toshiyuki Nishida

Tetsuaki Nakano

Yutaka Kohda

Kenji Hirose

Yasushi Okada

Masanori Hayashi

Takehito Kimata

Tsuyoshi Baba

Shigeru Ibaraki

Takeshi Narishige

Takao Mishima

Naoaki Takeda

Minoru Torii

Masahiro Takeuchi

Hidehito Ikebe

Mitsuru Sugimoto

Kazuhide Terada

Yuji Fujiki

Noritaka Kimura

Hiroyuki Goto

Tatsuya Uchimoto

Takeo Kobayashi

Tomomi Sugiyama

Kunihiro Morishita

Takuya Yamada

Taisuke Inoue

Hiroshi Amaike

Joji Hijikata

Teruyoshi Morita

Tomoya Kubo

Yoshikazu Ishitsuka

Choichi Sugawara

Kazuyoshi Ishii

Toru Kimura

Masahiro Satou

Naohiro Satou

Yasunori Ehar

An exhaust gas purifying apparatus for an internal combustion engine, in which a NOx absorbing catalyst and a NOx concentration sensor for detecting a NOx concentration in exhaust gases of the engine, are provided in an exhaust passage of the engine. A rich spike for temporarily enriching the air-fuel ratio is performed, and an execution timing of the rich spike is determined based on a detected output from the NOx concentration sensor. Performing the rich spike is determined to be unnecessary during a reducing state period from the time the rich spike ends to the time a preset time period has elapsed, and is also determined to be unnecessary when a change tendency of the detected output is determined to be an output decreasing state where the detected output is decreasing. The execution timing of the rich spike is determined using the detected output when the change tendency is determined to be an output staying/increasing state where the detected output is staying at a constant value or increasing after the end timing of the reducing state period.

Exhaust gas purifying apparatus for internal combustion engine

An engine torque estimator for an internal combustion engine, includes a cylinder internal pressure sensor, an indicated-torque calculator, a pump loss torque calculator, and an engine torque calculator. The cylinder internal pressure sensor detects a cylinder internal pressure in a cylinder. The indicated-torque calculator calculates an indicated torque in a second combustion cycle based on the cylinder internal pressure detected in a period from an exhaust stroke in a first combustion cycle to an expansion stroke in the second combustion cycle. The second combustion cycle that follows the first combustion cycle. The pump loss torque calculator calculates a pump loss torque in the second combustion cycle based on the cylinder internal pressure detected in the period. The engine torque calculator calculates an engine torque of the internal combustion based on the indicated torque and the pump loss torque.

Engine torque estimator for internal combustion engine and method of estimating engine torque for internal combustion engine

A control device includes a cylinder pressure sensor, a driving condition detector, a reference crank angle setter, a reference cylinder pressure calculator, an EGR ratio estimator, and a controller. The cylinder pressure sensor detects a cylinder pressure inside a cylinder. The driving condition detector detects a driving condition in an internal combustion engine. The reference crank angle setter calculates, according to the driving condition, a reference crank angle immediately before which mixture gas starts combusting. The reference cylinder pressure calculator calculates a reference cylinder pressure at the reference crank angle based on temperature characteristics of a heat capacity ratio of the mixture gas under a condition. The EGR ratio estimator calculates an EGR ratio based on a pressure difference between the reference cylinder pressure and the cylinder pressure at the reference crank angle. The controller controls the internal combustion engine according to the EGR ratio.

Control device for internal combustion engine

An internal combustion engine control apparatus includes a cylinder pressure sensor, a driving condition detector, a reference crank angle setter, a reference cylinder pressure calculator, an air-fuel ratio estimator, and a controller. The cylinder pressure sensor detects a cylinder pressure. The driving condition detector detects a driving condition in an engine. The reference crank angle setter calculates a reference crank angle immediately before which an air-fuel mixture starts combusting in accordance with the driving condition. The reference cylinder pressure calculator calculates a reference cylinder pressure in the cylinder at the reference crank angle based on temperature characteristics of a specific-heat ratio of the air-fuel mixture under a condition. The air-fuel ratio estimator calculates an air-fuel ratio based on a pressure difference between the reference cylinder pressure and the cylinder pressure at the reference crank angle. The controller controls the engine in accordance with the air-fuel ratio.

Internal combustion engine control apparatus

To provide a control system for an internal combustion engine, which is capable of providing a stable intake air amount through reduction of pumping loss and blow-back of combustion gases by appropriately controlling the valve-opening timing of the intake valves, and thereby being capable of securing excellent drivability. In the control system, the valve-closing timing of the exhaust valveis changed by an exhaust-side variable valve-operating mechanism, whereby the internal EGR amount is controlled, and the valve-opening timing of an intake valveof an internal combustion engineis changed by an intake-side variable valve-operating mechanism. Further, a target valve-opening timing CAINVO serving as a target of the valve-opening timing of the intake valveis set such that the length of time from the top dead center of a pistonat the start of the intake stroke to the valve-opening timing of the intake valvebecomes equal to the length of time from the valve-closing timing of the exhaust valveto the top dead center, and based on the target valve-opening timing, the intake-side variable valve-operating mechanism is controlled. Further, as the valve-closing timing of the exhaust valve, one of the detected actual valve-closing timing and the set target valve-closing timing is used.

Control system for internal combustion engine

There is provided an internal EGR control device for an internal combustion engine, which, even when a change in the actual valve timing of exhaust valves is caused by aging, is capable of properly controlling an internal EGR amount while compensating for an adverse influence caused by the change, and thereby properly controlling the temperature within the cylinder. The internal EGR control devicesets a target internal EGR amount EGRINCMD which serves a target of the internal EGR amount, according to detected operating conditions, NE and PMCMD, of the engine, and calculates internal energy QACT possessed by burned gases, which is determined according to the amount and temperature of the burned gases. Further, the target internal EGR amount EGRINCMD is corrected according to the calculated internal energy, and the valve-closing timing of the exhaust valveis calculated according to the corrected internal EGR amount EGRIN. Further, the variable valve mechanismis controlled based on the calculated valve-closing timing of the exhaust valve

Internal EGR control device for internal combustion engine

An internal EGR control system for an internal combustion engine, which is capable of controlling the internal EGR amount with accuracy, when controlling the internal EGR by changing both the exhaust cam phase and the exhaust valve lift. An internal EGR control system for an internal combustion engine controls internal EGR in which combustion gases are caused to remain in a cylinder. An ECU sets a target cam phase serving as a target of the exhaust cam phase, and controls a variable exhaust cam phase mechanism such that the exhaust cam phase becomes equal to the target cam phase. ECUsets a target lift of an exhaust valve according to a detected actual cam phase and calculated valve-closing timing, and controls a variable exhaust valve lift mechanism such that the lift of the exhaust valve becomes equal to the target lift.

Internal EGR control system for internal combustion engine

In a control system for a compression-ignition engine whose operation is switchable between a compression-ignition operation in which an air-fuel mixture supplied to a combustion chamber auto-ignites to burn owing to compression and a spark-ignition operation in which the air-fuel mixture is ignited to burn by a spark of a spark plug, it is determined whether a predetermined permissible condition to permit switching from the spark-ignition to the compression-ignition operation is satisfied, and switching from the spark-ignition operation to the compression-ignition operation is permitted when the predetermined permissible condition is satisfied, thereby enabling to expand the compression-ignition operation utilization region so long as permissible in light of the engine operating condition.

Control system for compression-ignition engine

A control apparatus and method for an internal combustion engine are provided for ensuring a stable combustion state and improving the fuel efficiency when an air-fuel mixture is burnt with self ignition while auxiliarily using a spark ignition. The control apparatus for an internal combustion engine which is operated in a plurality of modes including a torch self ignition combustion mode comprises an ECU. In the torch self ignition combustion mode, the ECU controls an internal EGR amount, calculates an actual exhaust closing angle, calculates a target exhaust closing angle, calculates a closing angle deviation, calculates a fuel injection amount for forming a homogeneous air-fuel mixture, calculates a correction coefficient in accordance with the closing angle deviation, and corrects a basic value by the correction coefficient to calculate a fuel injection amount for forming a stratified air-fuel mixture.

Control apparatus and method for internal combustion engine

A fuel injection control apparatus and method for an internal combustion engine are provided for appropriately controlling the amounts of fuel supplied from an in-cylinder fuel injection valve and a port fuel injection valve to a cylinder in a simple control approach while satisfactorily reflecting a fuel transport behavior as a whole cylinder. An ECU calculates a required in-cylinder injection amount and a required port injection amount, calculates an in-cylinder injected fuel behavior parameter of a fuel from the in-cylinder fuel injection valve and a port injected fuel behavior parameter of the fuel from the port fuel injection valve, a net in-cylinder injection amount in accordance with the in-cylinder and port injected fuel behavior parameters based on the required in-cylinder injection amount, and a net port injection amount in accordance with the in-cylinder and port injected fuel behavior parameters based on the required port injection amount.

Fuel injection control apparatus and method for internal combustion engine

An EGR control apparatus and method for an internal combustion engine which burns an air-fuel mixture with self ignition in addition to a flame propagation combustion, are provided for improving the combustion efficiency, engine output, drivability, and exhaust gas characteristics in an internal combustion engine which involves a self ignition combustion of an air-fuel mixture in addition to a flame propagation combustion. The EGR control apparatus comprises an ECU which selects one of a stratified self ignition mode, a stratified flame propagation combustion mode, and a homogeneous flame propagation combustion mode, sets a total target EGR amount and a target in-cylinder gas temperature in accordance with the selected combustion mode, calculates a target internal EGR amount in accordance with the value, calculates a target external EGR amount by subtracting the target internal EGR amount from the total target EGR amount, and controls the internal EGR amount and the external EGR amount to be the target internal EGR amount and the target external EGR amount, respectively, by driving three mechanisms.

EGR control apparatus and method for internal combustion engine

An internal EGR control device for an internal combustion engine, which is capable of properly controlling an internal EGR amount, while causing conditions of burned gases to be reflected thereon in controlling the internal EGR by changing valve-closing timing of an exhaust valve. An internal EGR control device sets a target internal EGR amount EGRINCMD as a target of the internal EGR amount according to detected operating conditions of an internal combustion engine, and a target internal EGR amount EGRINC is determined by correcting the target internal EGR amount based on a gas state equation, using obtained temperature and pressure of exhaust gases, and a calculated gas constant R. Then, according to the corrected target internal EGR amount EGRINC, the valve-closing timing of an exhaust valve is calculated, and a variable valve mechanism is controlled based on the calculated valve-closing timing of the exhaust valve.

A fuel injection control apparatus and method for an internal combustion engine are provided for appropriately calculating fuel injection times for an in-cylinder fuel injection valve and a port fuel injection valve, thereby accurately controlling the amounts of fuel supplied to the internal combustion engine from the in-cylinder fuel injection valve and the port fuel injection valve, respectively. The fuel injection control apparatus calculates an in-cylinder fuel injection amount which should be injected by the in-cylinder fuel injection valve, and calculates an in-cylinder fuel injection time which is a valve opening time of the in-cylinder fuel injection valve in accordance with the calculated in-cylinder fuel injection amount and an acquired cylinder internal pressure. The fuel injection control apparatus further calculates a port fuel injection amount which should be injected by the port fuel injection valve, and calculates a port fuel injection time which is a valve opening time of the port fuel injection valve in accordance with the calculated port fuel injection amount and a detected pressure within an intake system.

An air-fuel ratio of an air-fuel mixture produced by fuel injected from a first injector into an intake port (or into a combustion chamber) is set in a range of 28 to 38. Therefore, when the temperature and pressure rise with a first combustion started by spark-ignition around a spark plug to the fuel injected from a second injector into the combustion chamber, the timing of starting a second compressive hypergolic ignition is optimized to provide a stable combustion state free of knocking and misfire.

Internal combustion engine and fuel injection method in internal combustion engine

A control system for an internal combustion engine, which is capable of positively preventing a misfire or knocking during a compression ignition combustion mode by switching from the compression ignition combustion mode to a spark ignition combustion mode in appropriate timing. The engine is operated while switching between the compression ignition and spark ignition combustion modes. The control system (ECU) sets a target operating gas temperature to which the temperature of operating gases in a combustion chamber is to be controlled in the compression ignition combustion mode, sets a target internal EGR amount to which the internal EGR amount is to be controlled, such that the temperature of operating gases in the combustion chamber becomes equal to the target operating gas temperature, and switches the combustion mode to the spark ignition combustion mode depending on the target internal EGR amount.

Control system and method for internal combustion engine

Growing community of inventors

Saitama-ken, Japan

Ken Ogawa