Honda Giken Kogyo Kabushiki Kaisha

Takaaki Fujii

Satoshi Honda

Yoshihiro Nakazawa

Masayuki Toriyama

Shoji Motodate

Kenji Kawaguchi

Kouichi Sugioka

Kenji Tamaki

Takaaki Tsukui

Masao Ogawa

Seishi Miura

Shigemi Sasaki

Toshiyuki Cho

Hiroyuki Sinmura

Sumitaka Ogawa

Masahiko Abe

Akio Kobayashi

Sadashi Yamamoto

Toru Iwadate

Toshinari Mohara

Osamu Kudou

Hiroshi Uike

Seiichi Nishihira

A control apparatus of an electric vehicle for effectively limiting the operation of the vehicle when it is determined that a driver of the electric vehicle is not sitting in the seat and an accelerator opening of the electric vehicle is in a position corresponding to a minimum value. A motor driving enablement circuit generates a motor driving command which selectively limits operation of the electric vehicle in accordance with these determinations. In addition, when a state in which the driver is not occupying the seat continues for a period of time exceeding a predetermined value, a motor halt controller issues a motor halt command for halting a motor of the electric vehicle. Based on the motor driving enablement command and the motor halt command, a power supply controller controls the supply of power to the motor of the electric vehicle.

Control apparatus and method for electric vehicles

A regenerative braking control system consumes energy generated in a period corresponding to an angle .theta..sub.1 which starts in a half of a period of an AC voltage produced in a drive motor during the braking of the drive motor. The regenerative braking control system also consumes energy generated in a period corresponding to an angle .theta..sub.2 that ends at the end of a half of a period of the AC voltage. The regenerative rate of braking control system utilizes a current induced in the driving coils of the drive motor at the end of the period corresponding to the angle .theta..sub.1 to recharge a battery. By utilizing two periods to carry out the regenerative braking process, the recharging energy and the braking force can be controlled individually. Moreover, a controller monitors the electric control system to determine whether a malfunction is present. If a malfunction is detected, an electrical brake electrically brakes the drive motor. This electrical braking after the detection of a malfunction in the electrical system provides satisfactory controllability of the electric vehicle.

Braking control system for an electric vehicle

A regenerative braking system in a motor vehicle determines a state of deceleration on the basis of the number of revolutions of a motor and an accelerator signal and performs a regenerative braking according to the state of deceleration. The regenerative braking system includes a revolution sensor for detecting the number of revolutions of a rotor of a vehicle driving motor and an accelerator opening sensor in a RAM stores discrimination data for discriminating between a regenerative braking mode and a drive mode on the basis of the number of revolutions of the rotor and the accelerator opening and also stores on-off duty ratio data of FETs in the regenerative braking mode and that in the drive mode. A CPU retrieves on-off duty ratio data corresponding to the number of revolutions of the rotor and the accelerator opening in the regenerative braking mode when the regenerative braking mode is determined on the basis of the rotor revolutions and the accelerator opening, and controls the FETs at an on-off duty ratio corresponding to the retrieved on-off duty ratio data. The power unit for the motor vehicle is an electric motor mounted in unit cases using at least a portion of the unit cases as a motor case. In the power unit of such construction, a heat sink is attached to the motor case. Switching elements are provided for controlling an electric current to be supplied to the electric motor. The switching elements are mounted to the heat sink.

Power unit for motor vehicles

A vehicle power transmission apparatus is provided for maintaining a constant power output when driving a vehicle regardless of the change in the frictional force of the belt in a belt type stepless speed change device. A belt type stepless speed change device is used with a vehicle driving, prime motor on board a vehicle. The apparatus provides a flat characteristic segment covering at least a part of the power output characteristic relative to the revolutions of the vehicle driving prime motor. The apparatus allows the vehicle to be driven by a constant power output within the segment of the flat power output characteristic regardless of changes in the frictional force of the belt in the belt type stepless speed change device.

Vehicle power transmission apparatus

A regenerative braking system in a motor vehicle determines a state of deceleration on the basis of the number of revolutions of a motor and an accelerator signal and performs a regenerative braking according to the state of deceleration. The regenerative braking system includes a revolution sensor for detecting;the number of revolutions of a rotor of a vehicle driving motor and an accelerator opening sensor in a RAM stores discrimination data for discriminating between a regenerative braking mode and a drive mode on the basis of the number of revolutions of the rotor and the accelerator opening and also stores on-off duty ratio data of FETs in the regenerative braking mode and that in the drive mode. A CPU retrieves on-off duty ratio data corresponding to the number of revolutions of the rotor and the accelerator opening in the regenerative braking mode when the regenerative braking mode is determined on the basis of the rotor revolutions and the accelerator opening, and controls the FETs at an on-off duty ratio corresponding to the retrieved on-off duty ratio data. The power unit for the motor vehicle is an electric motor mounted in unit cases using at least a portion of the unit cases as a motor case. In the power unit of such construction, a heat sink is attached to the motor case. Switching elements are provided for controlling an electric current to be supplied to the electric motor. The switching elements are mounted to the heat sink.

A fuel injection quantity control device for use with a two cycle engine being rotatably driven by receiving a fuel-air mixture injected into the engine based on fuel injection quantity instruction signals and the air supplied through an intake passage and ignition of the fuel-air mixture in a combustion chamber includes a rotational speed Ne detection device for detecting the rotational speed Ne of the two cycle engine and for generating a rotational speed Ne signal. An opening .THETA. detection device is provided for detecting the opening .THETA. of a throttle provided in an intake passage for regulating the supply of air and for generating an opening .THETA. signal. A basic injection quantity setting device is provided for setting a basis injection quantity of the fuel based on the rotational speed, Ne signal and the opening .THETA. signal. A fuel-air mixture condition judging device judges the conditions of the fuel-air mixture and an injection quantity instruction signal generating device corrects the basic injection quantity to reduce the quantity in response to misfire in said fuel-air mixture for changing the conditions of the fuel-air mixture to ignition, and outputs the corrected basic injection quantity as an injection quantity instruction signal the fuel-air mixture condition judging device judges a misfire at the present time based on a misfire in the past.

Fuel injection quantity control device for two cycle engines

A fuel supply controller for an internal combustion engine includes an acceleration mode detector, an incremental fuel supply rate calculator, and a fuel supplier. The controller sets a smaller incremental fuel supply rate with increasing engine speed to prevent excessive fuel supply to the engine during acceleration. A fuel supply corrector, a correction inhibitor, and a correction inhibitor canceller are provided for improved acceleration performance regardless of the mode of acceleration. An acceleration mode discriminator and an incremental fuel rate supplier provide proper fuel control even with increasing acceleration. The controller can use first and second control maps for controlling fuel supply. A map discriminator provides for a smooth changeover between maps.

Fuel supply controller for an internal combustion engine

An intake system for an internal combustion engine includes a variable length intake tract having a moveable intake pipe which selectively abuts a fixed intake pipe. During high speed operation, the moveable intake pipe is separated from the fixed intake pipe to provide a relatively short intake pipe length while in low speed operation, the moveable intake pipe abuts the fixed intake pipe so that a longer intake tract is formed. The influence of positive pressure waves on the air/fuel ratio during low speed operation is reduced by air flow resistance control means which increases the resistance of the intake system during low speed operation. This may be accomplished by use of an induction housing having a high speed chamber receiving the outlet of the fixed intake pipe and a low speed chamber receiving the outlet of the intake system when in the low speed intake mode, the low speed chamber having an intake opening having a higher air flow resistance than that of the opening of the high speed chamber. The intake system when used in a multi-cylinder engine may drive the moveable intake pipes of differing cylinders so that the transient shifting of the moveable intake pipe between the low speed mode and the high speed mode occurs at slightly different times for differing cylinders reducing the power droppage at any instant in time for the overall engine.

Intake device for an internal combustion engine

The present invention relates to an intake device for an internal combustion engine mounted on motorcycles or other various vehicles. The intake device comprises an air flow resistance adjusting mechanism for adjusting the air flow resistance in an intake passage in linkage with a variable intake pipe length mechanism to provide an excellent optimum air/fuel ratio over the entire speed range of the internal combustion engine. The variable intake pipe length mehcanism comprises a stationary intake pipe connected to a carburetor, a guide pipe separated from the stationary intake pipe, and a movable intake pipe slidably mounted on the guide pipe so tat the movable intake pipe is capable of coming in contact with or being spaced from the stationary intake pipe in response to the engine revolving speed. The movable intake pipe is connected to the stationary intake pipe below the predetermined engine speed and separated from it above the predetermined engine speed. The air flow resistance adjusting mechanism comprises a case adapted to enclose the stationary intake pipe, the movable intake pipe and the guide pipe, and having an intake passage communicating with the atmosphere and a mechanism for varying the air flow resistance of the intake passage in response to the switching motion of the movable intake pipe.

Growing community of inventors

Saitama, Japan

Takaaki Fujii