Honda Motor Co., Ltd.

Takaaki Fukusako

Daisuke Shiomi

Kanta Tsuji

Yukio Miyashita

Jiro Takagi

Hiroshi Yatani

Masato Amano

Mikio Fujiwara

Haruhiko Yamada

Akira Murakami

Toshiaki Ichoda

Taro Endo

Tatsuro Isono

Toshiaki Icyouda

A fuel injection control method for an internal combustion engine includes instantaneous injection that injects fuel to a predetermined cylinder is executed immediately when it is determined that a predetermined condition is satisfied after cranking of the engine is started. A leaning influence ratio which is a ratio of a time period during which vaporized fuel supplied to the predetermined cylinder becomes lean to a instantaneous injection time period which is a time period over which fuel is injected by the instantaneous injection is estimated. A threshold value is set based on temperature of the engine. When the leaning influence ratio is larger than the threshold value, the instantaneous injection is inhibited.

Fuel injection control method for internal combustion engine

A control for an internal combustion engine having a fuel injection valve for directly injecting fuel to a combustion chamber of the engine, an ignition device for burning an air-fuel mixture containing the fuel injected from the fuel injection valve, and a variable cylinder management mechanism that is capable of changing the number of operating cylinders is provided. The control includes making a transition to an operating mode where the number of operating cylinders is decreased through the variable cylinder management mechanism. It is predicted based on an operating condition of the engine that an air-fuel ratio of an exhaust atmosphere of the engine becomes lean due to a stop of the fuel injection into one or more cylinders to be halted by the transition. If it is predicted that the air-fuel ratio of the exhaust atmosphere of the engine becomes lean, additional fuel is injected from the fuel injection valve to the one or more cylinders to be halted after ignition performed by the ignition device in a combustion cycle where the prediction is made.

Control for internal combustion engine provided with cylinder halting mechanism

A control system for an internal combustion engine is provided. In the control system, a target intake air amount is calculated according to a target output torque of the engine, and an intake air amount of the engine is controlled according to the target intake air amount. An ignition timing of the engine is controlled. The following steps 1) to 3) are repeatedly executed until a convergence time at which a difference between an estimated output torque and the target output torque becomes equal to or less than a predetermined threshold value, after setting an initial value of a temporary target intake air amount, and the target intake air amount is set to the temporary target intake air amount at the convergence time: 1) calculating an estimated retard correction amount which is a retard correction amount of the ignition timing when supplying the temporary target intake air amount of air to the engine; 2) calculating the estimated output torque of the engine according to the temporary target intake air amount and the estimated retard correction amount; and 3) modifying the temporary target intake air amount so that the estimated output torque approaches the target output torque.

Control system for internal combustion engine

In an intake system comprising a first intake passage () having an upstream end communicating with an intake duct () and a downstream end communicating with an intake port of an engine cylinder, a first intake control valve () provided in the first intake passage, a second intake passage () having an upstream end communicating with the intake duct and a downstream end communicating with the intake port of the engine cylinder, a second intake control valve () provided in the second intake passage, an accelerator pedal(ACL) and a control unit () for controlling opening angles of the first and second intake control valves, the second intake control valve is opened when the first intake control valve has opened to an effective opening angle and an intake air flow rate is required to be further increased. The effective opening angle may be defined in a region where a change in the intake air flow rate of the first intake passage for a given change in the opening angle of the first intake control valve falls below a prescribed level. Thereby, as the accelerator pedal is depressed, a continuous increase in the intake air flow rate without involving a saturated region can be achieved.

Intake system for an internal combustion engine

A control system for an internal combustion engine having a plurality of cylinders and a cylinder halting mechanism for halting operation of at least one of the plurality of cylinders by stopping operation of at lease one intake valve of the at least one cylinder. The control system includes an intake air control valve for controlling an amount of air supplied to the engine. An opening of the intake air control valve is changed when performing an increase in a number of operating cylinders in an idling condition of the engine. A basic opening of the intake air control valve is switched from a first basic opening corresponding to the number of operating cylinders before the increase in the number of operating cylinders to a second basic opening corresponding to the number of operating cylinders after the increase in the number of the operating cylinders. The basic opening is corrected in the closing direction during a predetermined time period when increasing the number of operating cylinders.

A controller for cylinder cut-off for a multi-cylinder internal combustion engine including a partially operable cylinder that can be cutoff by a cut-off cylinder mechanism provided therewith and a full operating cylinder that is not cut off, the controller for cylinder cut-off including a partially operable cylinder side catalyst temperature estimating section, a full operating cylinder side catalyst temperature estimating section, and a cylinder cut-off authorization determining section for determining whether to authorize or prohibit a cut-off of the partially operable cylinder based on a partially operable cylinder side catalyst temperature estimated by the partially operable cylinder side catalyst temperature estimating section: and a full operating cylinder side catalyst temperature estimated by the full operating cylinder side catalyst temperature estimating section.

Controller for cylinder cut-off for multi-cylinder internal combustion engine

There is provided an ignition timing control system for a variable-cylinder internal combustion engine, which is capable of optimally reducing torque before the start of fuel cut-off operation, irrespective of whether the engine is in an all-cylinder operation mode or a partial-cylinder operation mode, thereby reducing shock caused by the fuel cut-off operation. When the internal combustion engine is operated under deceleration operating conditions, the start of cut-off of fuel supply is delayed for a predetermined time period, and ignition timing is corrected when the cut-off of fuel supply is being delayed for the predetermined time period. The amount of correction of the ignition timing is set to a different value depending on the operation mode.

Ignition timing control system and method for variable-cylinder internal combustion engine as well as engine control unit

An ignition timing control apparatus for an internal combustion engine having a plurality of cylinders, wherein operation of the engine is switchable between a partial-cylinder operation, which operates some of the cylinders, and an all-cylinder operation, which operates all of the cylinders. Basic ignition timing is calculated according to an operating condition of the engine. Knocking is determined based on an output of the knock sensor. A correction amount of the ignition timing is calculated according to a result of the knocking determination to suppress knocking, and the basic ignition timing is corrected with the calculated correction amount. Learning values of the correction amount are calculated corresponding, respectively, to partial-cylinder operation and all-cylinder operation, and one of the calculated learning values is used according to the operating condition of the engine.

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Wako, Japan

Takaaki Fukusako