Honda Motor Co., Ltd.

Honda Giken Kogyo Kabushiki Kaisha

Takahide Mizuno

Shusuke Akazaki

Yuji Yasui

Hirokazu Toyoshima

Mitsuo Hashizume

Yutaka Ishikawa

Akio Muto

Kentaro Onuma

Dan Nagashima

Hiroyuki Sugiura

Tetsuya Ishiguro

Naomichi Tonokura

Lee O'Donnell

Paul DeHart

Yuji Yamamoto

Yoshihisa Iwaki

Hidetaka Maki

Atsushi Izumiura

Koichiro Shinozaki

Kotaro Miyashita

Yosuke Ishikawa

Yuichi Masukake

Kazuhiko Imamura

Yoshiharu Saitou

Osamu Takizawa

Takafumi Komori

Michihiko Matsumoto

Joji Hijikata

Masayoshi Nishino

Masanori Ohara

A system and method of compensating for torque converter slip in a motor vehicle include measuring rotational speeds of an engine crankshaft and mainshaft, as well as measuring operating temperatures of a fluid associated with the motor vehicle. Engine output torque is adjusted as required by controlling some combination of ignition timing, intake air flow, fuel injection, and accessory load. A system and method for deactivating a torque compensation system retrieves a number of times the torque compensation system has been activated over a set period. If the number exceeds a predetermined number of activations, the torque compensation system is deactivated.

Torque compensation method and system

In a malfunction judging method for a fuel feeding apparatus in an internal-combustion engine, a feedback correction value is calculated based on an air-fuel ratio parameter and a predetermined feedback control algorithm. In which region a load parameter exists among a first region in which only a first fuel feeding apparatus is used, a second region in which only a second fuel feeding apparatus is used, and a third region other than the first region and the second region is determined. The feedback correction value calculated in a case where the load parameter exists in the first region is determined as a first learned value using a predetermined first learning method. The feedback correction value calculated in a case where the load parameter exists in the second region is determined as a second learned value using a predetermined second learning method.

Malfunction judging apparatus for fuel feeding apparatus and malfunction judging method for fuel feeding apparatus

An electric load system and method for a vehicle includes an electric load, electric devices, an electrically driven element operating in an operating state, an electric load detector to measure an electric load generated by the electric devices, and an electric control unit communicating with the electric load detector and the electrically driven element to determine an electric load of the electric load system. The method includes estimating an electric load of the electrically driven element based on an operating state of the electrically driven element via the electric control unit and adding the electric load from the electrically driven element to an electric load measured by the electric load detector.

Vehicle electric load system

A system and method of compensating for torque converter slip in a motor vehicle include measuring rotational speeds of an engine crankshaft and mainshaft, as well as measuring operating temperatures of a fluid associated with the motor vehicle. Engine output torque is adjusted as required by controlling some combination of ignition timing, intake air flow, fuel injection, and accessory load.

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

An engine control system and method for controlling engine air flow during a deceleration fuel cut includes an internal combustion engine, an anti-lock braking system (ABS), and an electronic control unit (ECU) that controls the engine. The ECU establishes a desired air flow rate for the internal combustion engine, which is taken from an ABS failed condition look-up table when determined that the ABS has failed while the engine is in a deceleration fuel cut mode, and otherwise is taken from a normal condition look-up table.

Engine control system and method for controlling engine air flow during deceleration fuel cut

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

An in-cylinder pressure detection device for an internal combustion engine, which is capable of detecting an in-cylinder pressure accurately without being adversely affected by changes in the atmospheric pressure even when the atmospheric pressure changes. An in-cylinder pressure sensor detects pressure within a cylinder as a detected in-cylinder pressure. An ECU estimates pressure generated in the cylinder during a non-combustion period as a motoring pressure. An atmospheric pressure sensor detects an atmospheric pressure (PA). The ECU corrects the motoring pressure according to the atmospheric pressure and identifies correction parameters such that the difference between the detected in-cylinder pressure detected during a compression stroke of the engine and the corrected motoring pressure becomes minimum, and corrects the detected in-cylinder pressure by the identified correction parameters, to thereby calculate an in-cylinder pressure.

In-cylinder pressure detection device and method for internal combustion engine, and engine control unit

An in-cylinder pressure detection device for an internal combustion engine, which is capable of calculating a hysteresis amount properly to thereby detect in-cylinder pressure with high accuracy. The in-cylinder pressure detection device comprises an in-cylinder pressure sensor that detects in-cylinder pressure as a detected in-cylinder pressure. The in-cylinder pressure detection device estimates an in-cylinder pressure generated when combustion is not performed in the cylinder, as a motoring pressure, calculates a hysteresis amount indicative of a difference between the detected in-cylinder pressure and an actual in-cylinder pressure, based on the detected in-cylinder pressure and the motoring pressure obtained during the exhaust stroke of the engine, and corrects the detected in-cylinder pressure based on the calculated hysteresis amount.

An engine control unit includes pressure detector provided in a combustion chamber of the engine. A motoring pressure of the engine is estimated. A combustion starting time is detected when the difference between an internal pressure detected by the pressure detector and the pressure estimated by the ECU exceeds a predetermined value. When the internal pressure detected by the pressure detector reaches its peak after the combustion starting time has been detected, the crank angle at this time point is determined to correspond to the maximum internal cylinder pressure that is generated by combustion.

Control unit for an internal combustion engine

An air-fuel ratio control system for an internal combustion engine, which is capable of accurately estimating an exhaust gas state parameter according to the properties of fuel, thereby making it possible to properly control the air-fuel ratio of a mixture. The air-fuel ratio control systemestimates an exhaust gas state parameter indicative of a state of exhaust gases, as an estimated exhaust gas state parameter (AFNN) by inputting a detected combustion state parameter (DCADLYIG) indicative of a combustion state of the mixture in the engine, and detected operating state parameters (NE, TW, PBA, IGLOG, TOUT) indicative of operating states of the engine, to a neural network (NN) configured as a network to which are input the combustion state parameter (DCADLYIG) and the operating state parameters (NE, TW, PBA, IGLOG, TOUT), and in which the exhaust gas state parameter is used as a teacher signal (step), and controls the air-fuel ratio based on the estimated exhaust gas state parameter (AF_NN) (steps, andto).

Air-fuel ratio control system and method for internal combustion engine, and engine control unit

The present invention provides a control apparatus for a plant, which can suppress excessive correction for a spiky disturbance being applied and maintain a good controllability, when controlling the plant, which is a controlled object, with the self-tuning regulator. A detected equivalent ratio KACT is input to a high-pass filter, and a high-pass filter output KACTHP is input to a parameter adjusting mechanism. The parameter adjusting mechanismcalculates a corrected updating vector (KID&#xb7;d&#x3b8;(k)) by multiplying an updating component d&#x3b8; of a model parameter vector by a correction coefficient KID, and adds the corrected updating vector to a preceding value &#x3b8;(k&#x2212;1) of the model parameter vector, to thereby calculate a present value &#x3b8;(k). The correction coefficient KID is changed from '1.0' to a value near '0' upon detection of the spiky response where an absolute value of the high-pass filter output KACTHP increases.

Control apparatus for plant

An air-fuel ratio control system for an internal combustion engine, which is capable of quickly and properly eliminating variation in air-fuel ratio between a plurality of cylinders. The air-fuel ratio control systemcontrols the amount of fuel to be supplied to first to fourth cylinders #to #on a cylinder-by-cylinder basis, thereby controlling the air-fuel ratio of a mixture supplied to each of the cylinders. A LAF sensordelivers to an ECUan output KACT indicative of the air-fuel ratio of exhaust gases emitted from the cylinders and merged. A cycle filterand a rotation filterfilters the output KACT from the LAF sensorsuch that components in respective bands of a first frequency frand a second frequency frare allowed to pass therethrough. A final fuel injection amount TOUTis determined, on a cylinder-by-cylinder basis, according to a first filtered value KACT_Fc or a second filtered value KACT_Fr such that the amplitude of the filtered value KACT_Fc or KACT_Fr converges to a predetermined value.

Air-fuel ratio control system and method for an internal combustion engine, and engine control unit

There is provided a control system capable of realizing a highly robust control having a large margin of stability. The ECU of the control system controls the air-fuel ratio of exhaust gases emitted from the first to fourth cylinders. The ECUestimates an estimation value of a detected air-fuel ratio, from a model defining a relation between the estimation value and a plurality of simulation values, and identifies an intake air amount variation coefficient such the estimation value becomes equal to a detected air-fuel ratio. The ECU calculates an air-fuel ratio variation correction coefficient according to the identified air-fuel ratio variation coefficient, on a cylinder-by-cylinder basis, and a learned correction value of the air-fuel ratio variation correction coefficient, on a cylinder-by-cylinder basis, and corrects a basic fuel injection amount by the air-fuel ratio variation correction coefficient and the learned correction value, on a cylinder-by-cylinder basis, to thereby calculate a final fuel injection amount.

Control system and method, and control unit

A control apparatus for an exhaust gas recirculation valve is disclosed. The exhaust gas recirculation valve is provided in an exhaust gas recirculation pipe for recirculating exhaust gases from an internal combustion engine to an intake system of the engine. The exhaust gas recirculation valve controls an exhaust gas recirculation amount. An opening of the exhaust gas recirculation valve is controlled to a target opening, based on a controlled object model which is obtained by modeling the exhaust gas recirculation valve.

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Wako, Japan

Takahide Mizuno