Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Hitachi Automotive Systems, Ltd.

Keihin Corporation

Citizen Watch Company, Ltd.

Citizen Finedevice Co., Ltd.

Honda Giken Kogyo Kabushiki

Shusuke Akazaki

Yusuke Hasegawa

Yuji Yasui

Hidetaka Maki

Yoshihisa Iwaki

Yoichi Nishimura

Isao Komoriya

Masaki Ueno

Toshiaki Hirota

Hiroshi Kitagawa

Kohei Hanada

Masahiro Sato

Tadashi Sato

Takahide Mizuno

Tetsuya Ishiguro

Takashi Haga

Tadashi Satoh

Norio Suzuki

Eisuke Kimura

Hiroki Munakata

Kei Machida

Hideharu Yamazaki

Mitsuo Hashizume

Masuhiro Yoshizaki

Koichi Fujimori

Yuji Yamamoto

Eiji Hashimoto

Masahiro Soma

Hidehito Ikebe

Atsushi Takaoku

Hiroyuki Goto

Shunichi Saito

Taisuke Inoue

Ken Ogawa

Toru Kitamura

Hiroyuki Sugiura

Tetsuo Endo

Kenichi Ohmori

Kotaro Miyashita

Yasuyuki Miyahara

Kentaro Onuma

Norihito Watanabe

Akifumi Otaka

Takafumi Komori

Satoru Abe

Yuji Kawaguchi

Hideyuki Oki

Hiroshi Tagami

Yoshikazu Oshima

Shuji Nagatani

Yoshihisa Hara

Hiroshi Ohno

Koji Sasajima

Futoshi Koga

Kazuo Takahashi

Ichiro Sakai

Gaku Sato

Yasuhisa Arai

Masanori Yomoyama

Yoshitaka Takasuka

Toshitaka Hachiro

Yukio Noda

Koichi Saiki

Takayuki Hayashi

Tetsuya Aiba

Satoshi Furuhashi

Masayoshi Nishino

Tomoya Kubo

Kaoru Akiyama

Yoshihito Sakurai

A combustion state parameter calculation method for an internal combustion engine, which is capable of continuously calculating a combustion state parameter while properly maintaining the accuracy of the calculated parameter even when part of in-cylinder pressure sensors is in failure. In the combustion state parameter calculation method, as a combustion state parameter, a first combustion state parameter dependent on the magnitude of in-cylinder pressure is calculated based on a detection value from an in-cylinder pressure sensor, on a cylinder-by-cylinder basis. When it is determined that a characteristic abnormality failure in which the magnitude of the detection value deviates from the actual in-cylinder pressure has occurred in part of the in-cylinder pressure sensors and has not occurred in the other in-cylinder pressure sensors, the first combustion state parameter of a failure-determined cylinder is calculated based on the detection value from the other in-cylinder pressure sensors.

Combustion state parameter calculation method for internal combustion engine

An in-cylinder pressure detecting apparatus for detecting a pressure in a combustion chamber of an internal combustion engine is provided. The in-cylinder pressure detecting apparatus comprises a pressure detecting element mounted on a tip-portion of a fuel injection device which injects fuel into the combustion chamber, and an amplifying circuit unit having an amplifying circuit which amplifies a signal output from the pressure detecting element and outputs a pressure detection signal. An in-cylinder pressure detecting unit integrated fuel injection device is configured by integrating an in-cylinder pressure detecting unit with the fuel injection device. The in-cylinder pressure detecting unit includes the pressure detecting element, the amplifying circuit unit, and a connecting member connecting the pressure detecting element with the amplifying circuit unit. The in-cylinder pressure detecting unit integrated fuel injection device is mounted on the internal combustion engine.

In-cylinder pressure detecting apparatus

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 for an internal combustion engine includes an in-cylinder pressure detector, an output shaft torque calculator, a target torque calculator, an input torque parameter calculator, and a controller. The output shaft torque calculator is to calculate an output shaft torque of an output shaft of the internal combustion engine based on an in-cylinder pressure. The target torque calculator is to calculate a target torque of the output shaft torque. The input torque parameter calculator is to calculate an input torque parameter representing an input torque such that the output shaft torque becomes equal to the target torque using a feedback control algorithm which is based on a controlled object model which models a controlled object that receives the input torque parameter as input and produces the output shaft torque as output. The controller is to control the output shaft torque using the input torque parameter.

Control device for internal combustion engine

An in-cylinder pressure detecting apparatus for an internal combustion engine, for detecting an in-cylinder pressure which is a pressure in a combustion chamber of the engine. The in-cylinder pressure is detected by an in-cylinder pressure detecting block, and a motoring pressure corresponding to an in-cylinder pressure when no combustion is performed in the combustion chamber, is estimated. A peak value of the detected in-cylinder pressure is obtained as a detected pressure peak value in a predetermined operating condition of the engine. An estimated motoring pressure peak value which is a peak value of the estimated motoring pressure and corresponds to the detected pressure peak value, is calculated. The detected pressure peak value is compared with the estimated motoring pressure peak value, and sensitivity correction of the in-cylinder pressure detecting block is performed based on a result of the comparison. The predetermined operating condition is an operating condition in which an exhaust gas temperature raising control is performed for raising a temperature of exhaust gases from the engine by increasing an intake air amount of the engine and retarding an ignition timing of the engine.

In-cylinder pressure detecting apparatus for internal combustion engine

In a fuel injection device having a sensor for detecting a state in the combustion chamber in a free end thereof, the noises that may be generated in the sensor signal transmitting member for transmitting the sensor signal are minimized. The fuel injection device comprises: a valve body () having a free end exposed to the combustion chamber () defined in the engine main body () and a base end located outside of the engine main body; a sensor () supported at a free end of the valve body to detect a state of the combustion chamber; an actuator () received in the valve body; a sensor signal transmitting member () extending from the sensor to the base end of the valve body; a drive signal transmitting member () extending from the actuator; and a first shield member () interposed between the sensor signal transmitting member and the drive signal transmitting member, the first shield member having an electro-conductive property and being grounded.

Fuel injection device

An in-cylinder pressure detecting device of a direct injection type internal combustion engine is provided in which a ring-shaped pressure detection element () surrounding a fuel injection hole () is provided in the vicinity of an extremity of an injector () that injects fuel into a combustion chamber. Since the pressure detection element is provided on the injector, not only is it unnecessary to change the shape or structure of the cylinder head or the combustion chamber in order to provide the pressure detection element, but it is also possible to cool the pressure detection element () by fuel passing through the inside of the injector to thus enhance the precision of pressure detection and the durability. Further, since the ring-shaped pressure detection element () surrounds the periphery of the fuel injection hole (), it is possible to maximize the dimensions of the pressure detection element () to thus further enhance the precision of pressure detection while avoiding interference between the pressure detection element () and fuel injected via the fuel injection hole ().

In-cylinder pressure detecting device of direct injection type internal combustion engine

A fuel injection apparatus for an internal combustion engine having a plurality of cylinders is provided. The fuel injection apparatus includes a fuel injection valve and an in-cylinder pressure sensor disposed for each of the plurality of cylinders. The fuel injection valve injects fuel into a combustion chamber of each cylinder and the in-cylinder pressure sensor detects a pressure in the combustion chamber. The fuel injection apparatus includes a cylinder pair actuating circuit and a noise suppressing circuit. The cylinder pair actuating circuit is provided corresponding to a cylinder pair which is a combination of two cylinders included in the plurality of cylinders, for supplying actuating current to two actuating solenoids of the two fuel injection valves mounted on the cylinder pair. The noise suppressing circuit is provided between the cylinder pair actuating circuit and the actuating solenoids. The noise suppressing circuit includes two output terminals connected respectively to the two actuating solenoids of the two fuel injection valves. When actuating one of the two injection valves, the grounding impedance between the output terminal connected to the actuating solenoid of the other of the two injection valves and the ground, is reduced.

Fuel injection apparatus for internal combustion engine

In a fuel injection device having a sensor for detecting a state in the combustion chamber in a free end thereof, the sensor signal transmitting member for transmitting the sensor signal is protected from vibrations and moisture. The fuel injection device comprises: a valve body () having a free end exposed to the combustion chamber () defined in the engine main body () and a base end located outside of the engine main body; a sensor () supported at the free end of the valve body to detect a state of the combustion chamber; a sensor signal transmitting member () extending from the sensor to the base end of the valve body along an exterior of the valve body to transmit a signal from the sensor; and a second resin portion () and/or a bonding agent () covering the sensor signal transmitting member and securing the sensor signal transmitting member onto an exterior of the valve body.

A fuel injection valve that injects fuel directly into a cylinder of an internal combustion engine includes: a nozzle inserted into a fuel injection valve fitting hole formed in the cylinder; a cylindrical tip seal holder attached to the nozzle; and an annular seal member that is fitted to the tip seal holder and seals between an inner circumferential surface of the fuel injection valve fitting hole and an outer circumferential surface of the tip seal holder.

Fuel injection valve

A control apparatus for an internal combustion engine includes a cylinder internal pressure sensor, a fuel injection parameter calculator, a driving device, and a sensor output signal processing device. The sensor output signal processing device is configured to set a noise reduction period in accordance with an opening time and an opening start time of a fuel injection valve and is configured to reduce, during the noise reduction period, noise that is included in a cylinder internal pressure sensor output signal and that is caused by opening of the fuel injection valve.

Control apparatus for internal combustion engine, method of controlling internal combustion engine, and computer-readable storage medium

A vehicle body slip angle-estimating device which, in estimating a vehicle body slip angle with an algorithm using a nonlinear model, is capable of accurately estimating a vehicle body slip angle irrespective of whether the frequency of occurrence of a state during traveling of the vehicle. A basic value-calculating section calculates a basic value of a vehicle body slip angle with an algorithm using a neural network model. A turning state-determining section determines whether the vehicle is in a predetermined limit turning traveling state. A correction value-calculating section calculates a correction value with an algorithm using a predetermined linear model when the vehicle is in the predetermined state. In the other cases, the correction value is set to 0. A straight traveling-determining section sets the angle to the sum of the basic value and the correction value when the vehicle is in a turning traveling state.

Vehicle body slip angle-estimating device and method and engine control unit

A system for purifying exhaust gas generated by an internal combustion engine including a bypass branching out from the exhaust pipe downstream of a catalyst and merging to the exhaust pipe, an adsorber installed in the bypass, a bypass valve member which closes the bypass, and an EGR conduit connected to the bypass at one end and connected to the air intake system for recirculating the exhaust gas to the air intake system. The bypass valve member is opened for a period after engine startup to introduce the exhaust gas such that the adsorber installed in the bypass adsorbs the unburnt HC component in the exhaust gas. The adsorber adsorbs the HC component when the exhaust temperature rises and the adsorbed component is recirculated to the air intake system through the EGR conduit. In the system, the bypass valve is provided at or close to the branching point in the exhaust pipe and a chamber is provided close to the branching point such that the conduit is connected to the bypass at the one end in the chamber. The bypass valve member is combined with an exhaust pipe valve member as a combination valve such that when the bypass valve member closes the bypass, the exhaust pipe valve member opens the exhaust pipe. With the arrangement, the system can effectively prevent the exhaust pipe from being clogged even when a valve for closing a bypass is stuck in the closed position. At the same time, the system can provide a relatively short EGR conduit for recirculating unburnt HC component adsorbed from the adsorber and the adsorption and desorption are conducted optimally.A system for purifying exhaust gas generated by an internal combustion engine including a bypass branching out from the exhaust pipe downstream of a catalyst and merging to the exhaust pipe, an adsorber installed in the bypass, a bypass valve member which closes the bypass, and an EGR conduit connected to the bypass at one end and connected to the air intake system for recirculating the exhaust gas to the air intake system. The adsorber adsorbs the HC component in the exhaust gas when the exhaust gas temperature rises and the adsorbed component is recirculated to the air intake system through the EGR conduit. The bypass valve member is combined with an exhaust pipe vale member as a combination valve such that when the bypass valve member closes the bypass, the exhaust pipe valve member opens the exhaust pipe.

Exhaust gas purification system of internal combustion engine

An ignition timing control system for an internal combustion engine, which is capable of ensuring both stability of control in a steady operating condition of the engine, and an excellent follow-up property of a controlled variable to a target value in a transient operating condition of the engine, even when the controlled variable contains a lot of high-frequency noise components. In the ignition timing control system, a maximum pressure angle-calculating section calculates a maximum pressure angle based on an in-cylinder pressure and a crank angle position. A target angle-calculating section calculates a target angle. A maximum pressure angle controller calculates a maximum pressure angle correction term with a control algorithm to which is applied a sliding mode control algorithm, using a value obtained by performing &#x3b5;-filtering on a switching function, such that the maximum pressure angle converges to the target angle. The ignition timing is calculated by adding corrected ignition timing to the value.

Ignition timing control system for internal combustion engine

A control for determining a firing timing of an engine is provided. An in-cylinder pressure is detected at a predetermined time interval. An in-cylinder pressure for every predetermined crank angle is calculated based on the detected in-cylinder pressure. A motoring pressure in a case where combustion is not performed in the engine is estimated. It is detected that a pressure difference between the calculated in-cylinder pressure and the motoring pressure has exceeded a determination value. A time point is identified, as a firing timing, at which the pressure difference has exceeded a determination value with a finer resolution than the resolution of the predetermined crank angle interval through an interpolation calculation. The interpolation calculation uses a first crank angle when it is detected that the pressure difference has exceeded the determination value, the pressure difference corresponding to the first crank angle, a second crank angle previous to the first crank angle by the predetermined crank angle and a pressure difference corresponding to the second crank angle.

Control for determining a firing timing of an internal-combustion engine

Growing community of inventors

Wako, Japan

Shusuke Akazaki