Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Honda Giken Kogyo K.k.

Matsushita Electric Industrial Co., Ltd.

Honda Giken Kabushiki Kaisha

Shumpei Hasegawa

Kazuo Otsuka

Shin Narasaka

Noriyuki Kishi

Takashi Koumura

Yutaka Otobe

Akihiro Yamato

Eiji Kishida

Shigeo Umesaki

Toyohei Nakajima

Minoru Matsuda

Toshiyuki Mieno

Masahiro Watanabe

Hiroyuki Nishimura

Osamu Gotoh

Yoshibumi Mishima

Michitaka Shiraiwa

Yuzi Makino

Takashi Sasaki

Fumio Hara

Junichi Miyake

Makoto Sanada

Yasushi Takahashi

Takehiko Hosokawa

Yoshinobu Isobe

Kiyoshi Oikawa

Haruo Nakayama

Junichi Kimura

Haruo Furuya

Masakatsu Niikura

Sadatomo Tsuchiya

A fuel injection control system makes it possible to obtain an output of a lean combustion type engine through an easy operation, even in a throttle opening region of greater than a lean limit. A throttle valve is configured to be turnable up to an over-fully opened position, which is greater than a fully opened position that corresponds to a maximum air flow rate, where the air flow rate is not substantially varied from the maximum air flow rate. In a region where the throttle valve is operated to or above the fully opened position when under a high load, the fuel-air mixture is enriched and a high output is obtained by controlling the throttle opening through operating only a power lever.

Fuel injection control system for engine

An engine control method and compensation suitable for the case that both of two manifold pressure sensors in individual groups have failed. When detection outputs from two manifold pressure sensors are different from each other, a first comparing section determines that one of the two sensors is abnormal. A manifold pressure estimating section calculates an estimated manifold pressure value according to an engine speed, throttle opening, and atmospheric pressure. A calculating section calculates a difference &#x394;PMb between the detection output PMb and the estimated value PMcal. A calculating section calculates a difference &#x394;PMa between the detection output PMa and the estimated value PMcal. A second comparing section identifies an abnormal one of these two manifold pressure sensors corresponding to a larger one of these differences &#x394;PMa and &#x394;PMb. When the remaining manifold pressure sensor has also failed, the estimated value PMcal is used as a substitutional value, then continuing the engine control.

Engine control method and device

A failed manifold pressure sensor is identified in a control apparatus having two manifold pressure detecting systems as a failsafe. A first comparing unit outputs an abnormal signal when a difference &#x394;P between manifold pressures PMa and PMb detected respectively by two sensors is larger than a threshold value DP. A manifold pressure estimating unit estimates the manifold pressure from the engine revolution Ne, a throttle opening PLP, and an atmospheric pressure PAa. The difference calculating unit calculates a difference &#x394;PMb between the detected manifold pressure PMb and the estimated manifold pressure PMcal. The difference calculating unit calculates a difference &#x394;PMa between the detected manifold pressure PMa and the estimated manifold pressure PMcal. A second comparing unit compares the difference &#x394;PMa and the difference &#x394;PMb in response to the aforementioned abnormal signal. The failed manifold pressure sensor is specified according to which one of the difference &#x394;PMa and the difference &#x394;PMb is larger.

Failure diagnostic method and apparatus for manifold pressure sensors

To identify a failed manifold pressure sensor in a control apparatus having two manifold pressure detection systems as a. A calculating unit calculates a difference between the manifold pressure detected by two sensors. A first comparing unit outputs an abnormal signal when the difference is larger than a threshold value. A calculating unit calculates a difference between the manifold pressure and the atmospheric pressure. A difference calculating unit calculates a difference between the manifold pressure and the atmospheric pressure. When the abnormal signal is outputted from the first comparing unit while an engine is stopped, a second comparing unit compares the differences in response thereto. Depending on which one of the differences is larger, it is determined which one of the manifold pressure sensors is abnormal.

Failure diagnostic method and apparatus for manifold pressure sensor

To identify a failed atmospheric pressure sensor in a control apparatus having two atmospheric pressure detecting systems as a failsafe. A first comparing unit outputs an abnormal signal when a difference between atmospheric pressures detected by two sensors is larger than a threshold value. An atmospheric pressure estimating unit estimates the atmospheric pressure from an engine revolution, a throttle opening, and a manifold pressure. The difference calculating unit calculates a difference between the detected atmospheric pressure and the estimated atmospheric pressure. The difference calculating unit calculates a difference between the detected atmospheric pressure and the estimated atmospheric pressure. When an abnormal signal is outputted from the first comparing unit, a second comparing unit compares the differences in response thereto. The failed atmospheric pressure sensor is identified according to which one of the differences is larger.

Failure diagnostic method and apparatus for atmospheric pressure sensors

A failure diagnosis apparatus and method permit specification of a failed atmospheric pressure sensor in an engine control apparatus having redundant pressure detection systems to ensure failsafe control of the engine. The apparatus includes a calculating unit that calculates a difference between a first atmospheric pressure and a second atmospheric pressure detected in respective pressure detection systems. A first comparing unit outputs an alarm when the difference is larger than a threshold value. A difference calculating unit calculates a first difference between the first atmospheric pressure and a manifold pressure. A difference calculating unit calculates a second difference between the second atmospheric pressure and the manifold pressure. A second comparing unit compares the first and second differences in response to output of the alarm from the first comparing unit while an engine is stopped. The sensor having abnormal function corresponds to the one for which the difference is larger.

Method and apparatus for diagnosing failure of an atmospheric pressure sensor in an engine control system

To provide a value to be replaced for an output of a manifold pressure sensor in case of failure of the manifold pressure sensor for detecting a manifold pressure for calculating the amount of fuel injection. An abnormality determination unit outputs an abnormal signal when an output voltage of a manifold pressure sensor is not within a predetermined range. A manifold pressure estimating unit calculates an estimated manifold pressure value on the basis of the engine revolution, a throttle opening, and an atmospheric pressure. The manifold pressure estimating unit uses the estimated value as a substitute value of the output of the manifold pressure sensor and continues to control the engine when the manifold pressure sensor has failed.

Method and apparatus for controlling engine

To reduce the number of parts, improve the mountability and maintainability, and allow for a reduction in the size and weight an engine is provided having a crankshaft, a crankcase having a plurality of bearing portions for rotatably supporting the crankshaft with each of the bearing portions being dividable along a divisional plane arranged on the axis of the crankshaft. Cylinder barrels are connected to the crankcase and include cylinder bores with cylinder heads connected to the cylinder barrels. The cylinder heads are integrated with portions of the cylinder barrels forming at least the cylinder bores to form cylinder blocks. The cylinder blocks and the crankcase are fastened together by a plurality of fastening bolts having axes parallel to the axes of the cylinder bores and extending through at least the cylinder blocks, with a compressive structure in the axial direction of the fastening bolts.

Engine

To simplify the connection of a cylinder barrel and a cylinder head to, a crankcase and to reduce the weight of an engine. A liquid-cooled engine is provided with the crankcase wherein a cylinder barrel having a water jacket on the cylinder side for cooling is connected to the crankcase. A cylinder head is connected to the cylinder barrel. A plurality of mounting bosses extend from fitting planes to a crankcase of the cylinder barrels and to cylinder heads that are integrated with cylinder blocks. The cylinder barrels and the cylinder heads are integrated in a state in which the mounting bosses encircle the cylinder bores and the cylinder blocks are fastened to the crankcase by bolts inserted into each mounting boss.

Liquid-cooled engine

A control system that enables optimum lean burn control only by operating one lever beyond a lean limit of a lean burn engine. A link mechanism opens a throttle valve at an angle according to the manipulated variable of a power lever while the throttle valve is located in a range from an idle position to a full throttle position. When the power lever is further operated beyond the full throttle position of the throttle valve, the throttle valve is kept at a full throttle state independent of the position of the power lever and only a positional sensor outputs a signal according to the manipulated variable of the power lever. The degree of leaning of an air-fuel mixture is determined according to the manipulated variable of the power lever.

Lean burn engine control system

A hydraulic system for controlling the operation of the intake or exhaust valves of an internal combustion engine. For each valve there is a sealed hydraulic chamber with one plunger driven by a rotating cam to a camshaft and another plunger for actuating the valve. A single solenoid valve is connected by a separate passage having a check valve to each of a plurality of hydraulic chambers. The single solenoid valve can be opened during the actuation of any one of the valves to cause rapid closing of the valve by draining the hydraulic oil from the hydraulic chamber without causing premature actuation of another valve or effecting the subsequent operation of other valves after closing of the single solenoid valve.

Apparatus for controlling inlet of exhaust valves

A direct-injection diesel engine comprising a cylinder block having a cylinder in which a piston is slidably received, a cylinder head connected to an upper surface of the cylinder block, a fuel injector nozzle mounted on the cylinder head to directly inject fuel into a combustion chamber defined between the piston and the cylinder head, and first and second independent intake ports provided in the cylinder head for introducing intake gas into the combustion chamber. An intake controller is mounted in the second intake port for bringing the second intake port into a controlled intake gas flow state in a region of low speed operation of the engine and into a normal state in a region of high speed operation of the engine. Each of the first and second intake ports are formed helically in the same direction to produce swirls in the same direction in intake gases introduced respectively through the intake ports into the combustion chamber.

Direct-injection diesel engine

A compression ratio-changing device for an internal combustion engine includes a rotary eccentric member rotatably interposed between a piston and a connecting rod, a locking pin for locking the rotary eccentric member to the connecting rod, and a device for driving the locking pin to selectively hold the rotary eccentric member to the connecting rod and release same therefrom. A sliding groove formed in the connecting rod is disposed for parallel alignment with a guide groove formed in the rotary eccentric member when the rotary eccentric member assumes a first angular position for decreasing the volume of a combustion chamber of the engine at a top dead center position of the piston to obtain a higher compression ratio, or a second angular position for increasing the volume of the combustion chamber at the dead center position of the piston to obtain a lower compression ratio. The locking pin is disposed to be held between the guide groove and the sliding groove when the guide groove is in parallel alignment with the sliding groove, thereby locking the rotary eccentric member to the connecting rod.

Compression ratio-changing device for internal combustion engines

A compression ratio-changing device for an internal combustion engine, includes an oil passageway formed through a connecting rod of the engine and connected to a hydraulic oil source. A combustion chamber volume-changing device is provided in the piston and operable by means of hydraulic pressure supplied from the hydraulic oil source through the oil passageway for changing the volume of the combustion chamber and hence changing the compression ratio of the engine. A hydraulic pressure control valve is arranged in the connecting rod for controlling the supply of the hydraulic pressure to the combustion chamber volume-changing device. A driving device is provided at a cylinder block of the engine for driving the hydraulic pressure control valve to cause the combustion chamber volume-changing device to change the volume of the combustion chamber.

An intake system for a direct fuel injection diesel engine is disclosed which has a cylinder block with a cylinder slidingly receiving a piston. A cylinder head is mounted on the cylinder block, and a fuel injector is adapted to directly inject fuel into a combustion chamber formed between the lower side of the cylinder head and the upper side of the piston, wherein the cylinder head has first and second intake passages which are independent of each other and which are adapted to introduce air into the combustion chamber. The first intake passage is oriented substantially tangentially to the combustion chamber and substantially orthogonally to the axis of the cylinder, and has a helical end portion opening into the combustion chamber to form a swirl of air flowing therethrough. The second intake passage is oriented such that the end portion thereof, adjacent the combustion chamber, is closer to the central axis of the cylinder than the end portion of the first intake passage adjacent the combustion chamber. The second intake passage is provided with an intake controller which prevents air from flowing in the second intake passage at low engine speeds but allows air to flow in the second intake passage at high engine speeds.

Growing community of inventors

Niiza, Japan

Shumpei Hasegawa