Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Other

Keihin Corporation

Minoru Torii

Masahiro Sato

Shuji Nagatani

Toshihiro Yamaki

Minoru Nakamura

Ken Ogawa

Isao Komoriya

Osamu Suzuki

Hiroshi Kobayashi

Koji Kotani

Hiroshi Tagami

Kouichi Ikoma

Masahiro Takeuchi

Atsushi Umemoto

Kenji Dosaka

Harumi Hatano

Gaku Sato

Yuji Fujiki

Mitsuhiro Iwadare

Kazuo Ando

Junichi Fukuda

Hideyuki Fujishiro

Tetsuji Furukawa

Kunihiro Morishita

Hironori Ujike

Takeshi Kumakura

Yoshihiro Kaneko

Takeshi Yanobe

A fuel injection valve includes a cylinder internal pressure sensor disposed in the vicinity of a distal end thereof. The cylinder internal pressure sensor detects a cylinder internal pressure in a cylinder and outputs a first sensor signal Ss1 responsive to the detected cylinder internal pressure. Further, a signal processor, which carries out predetermined signal processing with respect to the first sensor signal Ss1 to thereby convert the first sensor signal Ss1 into a second sensor signal Ss2, is disposed between the cylinder internal pressure sensor and a solenoid unit, which is disposed on a proximal end side of the fuel injection valve.

Fuel injection valve

A DC voltage booster apparatus includes a booster coil, a first capacitor, a switching device, and a second capacitor. The booster coil includes a first end and a second end. The first end of the booster coil is connected to a DC power supply source. The second end of the booster coil is connected to a rectifier diode. The first capacitor is connected between the rectifier diode and a ground. The first capacitor includes a smoothing capacitor. The switching device is disposed between the second end of the booster coil and the ground. The second capacitor is connected in parallel with the rectifier diode.

DC voltage booster apparatus

There is provided a control system for an internal combustion engine, which is capable of matching an output torque of the engine with a demanded torque excellently when the combustion mode is switched, thereby enhancing drivability. A demanded fuel amount and a demanded torque of the engine are calculated according to detected operating conditions of the engine. A combustion mode is determined to be either the stratified combustion mode or the homogeneous combustion mode according to the demanded torque. A pre-switching demanded fuel injection time period and a pre-switching demanded torque are stored. When the combustion mode is switched, a switching-time demanded fuel amount (limit value) is calculated according to the stored pre-switching demanded fuel injection time period and pre-switching demanded torque, the current demanded torque, and an estimated combustion efficiency parameter.

Control system and method for internal combustion engine

This invention provides a plasma reactor for modifying gas by plasma, including a first planar electrode and a second planar electrode, the two electrodes facing opposite each other approximately in parallel; a dielectric body inserted between the first and the second electrodes; and a complex barrier discharge-generating way for providing a predetermined electric potential difference between the first and the second electrodes; wherein the first and the second electrodes are provided so as to apply complex plasma discharge to the gas to be treated fed between the electrodes, to thereby modify the gas. According to the invention, gas modification efficiency can be remarkably improved.

Plasma reactor and gas modification method

There is provided a solenoid actuator which is easy to carry out wiring work for coils thereof, and at the same time allows reduction of manufacturing costs through common application of a fixed wiring. A solenoid actuator is supplied with electric power from a power source, for generating an electromagnetic force to drive a driven member such that the driven member performs reciprocating motion. Two electromagnets each have a coil and arranged such that they are opposed to each other and spaced from each other. An armature is connected to the driven member, and arranged between the two electromagnets, for performing reciprocating motion in accordance with energization and deenergization of the two electromagnets to thereby drive the driven member such that the driven member performs the reciprocating motion. Two terminals are connected to opposite ends of said coil of said each of said two electromagnets, and arranged such that the two terminals protrude outward from each of the two electromagnets, respectively. A connector has four metal connectors electrically connectible to the power source. Each two of the metal connectors are connected to the terminals of the each of the two electromagnets, by effecting engagement between the each two of the metal connectors and the two terminals of the each of the two electromagnets in a direction parallel to a direction of the reciprocating motion of the armature.

Solenoid actuator

An air/fuel ratio control system for a direct injection spark ignition internal combustion engine which is operated at an ultra-lean burn combustion or at a pre-mixture charged combustion. In the system, a charging efficiency correction coefficient for adjusting a charging efficiency of intake air is determined based at least on the determined desired air/fuel ratio and the form of combustion, and the desired air/fuel ratio is corrected by the coefficient. Then, the output fuel injection amount is determined based at least on the basic fuel injection amount and the corrected desired air/fuel ratio (desired air/fuel ratio correction coefficient). The charging efficiency correction coefficient is determined to be a less value when the engine is operated at the ultra-lean burn combustion than that when the engine is operated at the pre-mixture charged combustion. The coefficient is made different whether or not the operation of EGR is progress. With this, the desired air/fuel ratio is determined adequately and hence, the fuel injection amount can be determined adequately.

Air/fuel ratio control system for internal combustion engine

A fuel injection timing control system for a direct injection spark ignition internal combustion engine which is operated at an ultra-lean burn combustion or at a pre-mixture charged combustion. In the system, a fuel injection start timing limit by which injection of the determined fuel injection amount should be started and a fuel injection end timing limit by which injection of the determined fuel injection amount should be ended are determined based at least on the detected engine speed in accordance with predetermined data so as to avoid smoke from occurring in the engine, and when a determined fuel injection amount can not be injected within a time of period defined by the limits, a desired fuel injection start or end timing or the determined fuel injection amount is corrected, thereby ensuring the engine torque drop to a minimum extent, while surely avoiding smoke to occur.

Fuel injection timing control system for internal combustion engine

An ignition timing control system for a direct injection spark ignition internal combustion engine which is operated at an ultra-lean burn combustion or at a pre-mixture charged combustion. In the system, a desired fuel injection end timing at which injection of the determined fuel injection amount should be ended is determined. Then, the difference between the desired fuel injection end timing and the ignition timing is calculated and is determined whether the difference is less than a predetermined value (crank angle margin), and the ignition timing is corrected by the predetermined value when the difference is determined to be less than the predetermined value, thereby enabling to prevent the overlapping of the fuel injection end timing and the ignition timing from happening and avoiding the problem of misfiring or residual of unburned fuel in the cylinder from occurring.

Ignition timing control system for internal combustion engine

Disclosed herein is a solenoid valve driving device having at least two solenoid valves arranged in adjacent relationship. Magnetic fluxes generated in adjacent solenoids of the solenoid valves upon energization thereof are opposite in direction to each other. Accordingly, when the adjacent solenoids are simultaneously energized, a common magnetic circuit between these solenoids is generated to result in an increase in magnetic flux, thereby increasing a magnetic attraction force of each solenoid. Thus, the solenoid valve driving device can sufficiently ensure the magnetic attraction force of each solenoid and can achieve size reduction and power saving.

Solenoid valve driving device

A control system for an internal combustion engine is configured to suitably control the operation of electromagnetically driven intake valves and/or exhaust valves upon start-up of the engine for reducing the output current of a battery and suppressing a reduction in output voltage at minimum, thereby accurately operating the electromagnetically driven valves. The control system is operated such that when an ignition switch is turned on, the operation of a starter is prohibited and initial attraction for intake valves and exhaust valves is sequentially performed in such a manner that the attracting operations for the valves are not overlapped to each other; and after the initial attraction for all the valves is completed, the operation of the starter is permitted and the start-up of the engine is performed.

Control system for internal combustion engine

A control apparatus for an electromagnetic actuator for driving a mechanical element by using an electromagnetic coil. The control apparatus includes a circulation circuit for circulating current to be supplied to the electromagnetic coil, a capacitor provided in the circulation circuit and to be charged by the current flowing through the circulation circuit, and a unit for, when the current supplied to the electromagnetic coil is stopped, forming a discharge path for discharging the capacitor and flowing current to an opposite direction through the electromagnetic coil. The current supplied to the electromagnetic coil is charged in the capacitor, then when the current having been supplied to the electromagnetic coil is stopped, the electric charge thus accumulated in the capacitor is discharged thereby to flow current to the opposite direction through the electromagnetic coil. Thus, the current caused by the induced electromotive force generated in the electromagnetic coil due to the stop of the supplied current can be canceled, so that the electromagnetic coil can be quickly demagnetized.

Control apparatus for electromagnetic actuator

A circuit for driving an electromagnetic solenoid valve, used as a fuel injector in an internal combustion engine, having a needle valve biased in a closing direction by a spring and a solenoid which moves the needle valve in an opening direction when energized to inject fuel into a cylinder of the engine. The circuit includes a first booster which boosts battery voltage to a first voltage to charge a capacitor. The charged voltage is applied to the solenoid for a time period to cause the needle valve to move in the opening direction. The circuit includes a second booster which boosts the battery voltage to a second voltage, less than the first voltage, to be supplied to the solenoid to maintain the first current, enabling the period of large current application to be freely determined to ensure reliable valve operation, whereby the fuel injection can be reliably effected. After the time period has expired, the voltage supply is discontinued, enabling improvement of the valve linearity characteristics, while conserving the energy stored in the battery power source.

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Wako, Japan

Minoru Torii