Honda Giken Kogyo Kabushiki Kaisha

Honda Giken Kogyo K.k.

Toyo Corporartion

Oki Denki Giken Kogyo Kabushiki Kaisha

Takeo Kiuchi

Akimasa Yasuoka

Takahiro Iwata

Shigeru Ibaraki

Yutaka Otobe

Yutaka Tamagawa

Yoshikazu Ishikawa

Hidetoshi Sakurai

Takashi Kimura

Tsuneo Endoh

Akihiro Yamato

Eitetsu Akiyama

Kazuhisa Yamamoto

Kenji Fukuda

Eiji Kishida

Hidehito Ikebe

Masao Kubodera

Kikuo Tomozawa

Katsunori Nakaya

Satoshi Taguchi

Akihisa Sato

Ken Okada

Shigekazu Fueta

Kenichi Ohkawara

A dynamometer load device applies a load to a dynamometer unit that is connected to a hub of a wheel of a motor vehicle and being movable. The dynamometer load device applies, in conjunction with steering of the motor vehicle, a load to the dynamometer unit turning along with the hub. The load is applied in a direction opposite to a turning direction of the dynamometer unit.

Dynamometer load device

A hybrid vehicle is equipped with an internal combustion engine, a motor/generator, and a Rankine cycle system for recovering thermal energy of exhaust gas. The output of the Rankine cycle system is input into a transmission or, alternatively, converted into electric power and used for charging a battery. The Rankine cycle system has temperature setter that sets the temperature of steam at the outlet of an evaporator. A pressure setter is provided for setting steam pressure at the inlet of an expander. A pressure controller is provided for controlling the steam pressure at the inlet of the expander. The evaporator generates steam to be supplied at a pressure that is optimum for the expansion ratio of the expander. The Rankine cycle system is operated when the vehicle is accelerating or cruising and efficiently recovers thermal energy of the exhaust gas and reduces the fuel consumption of the internal combustion engine.

Rankine cycle system and vehicle therewith

An engine control apparatus is provided that is capable of improving drivability and reducing the volume of exhaust gas expelled. In the engine control apparatus of the present invention, it is determined whether or not a vehicle is stopped. When the vehicle has stopped, it is determined whether or not it is possible to acquire road traffic information, for example, including traffic congestion information and the like, and traveling conditions information, for example, including the current position of the vehicle and information on a route to a destination. When it is possible to acquire this information, a determination is made as to whether or not the current position of the vehicle is within a traffic congested area based on the road traffic information and the traveling conditions information. If the vehicle is within a traffic congested area, stopping of the operation of the engine is prohibited.

Engine control apparatus

A hybrid vehicle includes an engine for producing propulsive forces, an electric motor for selectively generating assistive drive forces in addition to the propulsive forces and generating electric energy converted from the propulsive forces, and an energy storage unit for selectively supplying electric energy to the electric motor and storing electric energy converted by the electric motor. A control system for the hybrid vehicle has an idling state detecting unit for detecting an idling state of the engine, a rotational speed variation detector for detecting a rotational speed variation of the engine in the idling state of the engine, a memory for storing a plurality of fuzzy rules and membership functions to determine an operating state of the motor to suppress the rotational speed variation of the engine from the rotational speed variation of the engine according to a fuzzy inference process, a goodness-of-fit calculator for determining respective goodnesses of fit of the fuzzy rules based on the membership functions from the rotational speed variation of the engine in the idling state of the engine, a goodness-of-fit combiner for combining the goodnesses of fit as determined by the goodness-of-fit calculator to determine an operating state of the motor, a motor controller for controlling the electric motor based on the operating state of the motor as determined by the goodness-of-fit combiner.

Control system for hybrid vehicle

An electric power generating apparatus having an electric generator is mounted on a hybrid vehicle which has a propulsive electric motor powered by a battery and an internal combustion engine for actuating the electric generator to generate an electric power output to charge the battery. A goodness-of-fit calculator and a generator operational amount calculator determine an operational amount for the electric generator based on a membership function and fuzzy rules stored in a fuzzy reasoning memory according to fuzzy reasoning from vehicle operating conditions including a charged and discharged condition of the battery and a vehicle speed of the hybrid vehicle, detected by operating condition detectors.

Control system for electric power generating apparatus on hybrid vehicle

An electric power generating apparatus is mounted on a vehicle which has a propulsive electric motor powered by a battery, and has an electric generator and an internal combustion engine for actuating the electric generator to charge the battery depending on a charged/discharged state of the battery. A first operation controller operates the internal combustion engine to enable the electric generator to charge the battery if the amount of electric energy stored in the battery is smaller than a predetermined value or the time-dependent rate of increase of an amount of electric energy discharged from the battery is greater than a predetermined level. A second operation controller operates the internal combustion engine to purge a canister if the charged/discharged state of the battery fails to satisfy a condition for the first operation controller to operate the internal combustion engine and if the amount of a purged gas adsorbed in the canister is greater than a predetermined amount. The first and second operation controllers operate the internal combustion engine in modes established respectively for the first and second operation controllers such that a load imposed on the internal combustion engine when the internal combustion engine is operated by at least the second operation controller is smaller than a load imposed on the internal combustion engine when the internal combustion engine is operated by the first operation controller.

Control system for electric power generating apparatus on vehicle

When a target generated output established for a generator by a target generated output setting unit depending on an operating condition of a hybrid vehicle varies, an intake air control valve control unit starts varying the opening of an intake air control valve of an engine in order to equalize the power output of the engine to a new varied target generated output. A delay time estimating unit estimates a delay time after the opening of the intake air control valve has started to vary until the engine eventually produces a power output corresponding to the new target generated output according to a preset correlation based on the present rotational speed of the engine. Upon elapse of the estimated delay time after the opening of the intake air control valve has started to vary, a generator controller increases or reduces the generated output of the generator into agreement with the target generated output. At the time the generated output of the generator is controlled, the power output of the engine matches the generated output of the generator.

Electric generation control system for hybrid vehicle

When the remaining capacity of a battery on a hybrid vehicle is smaller than a threshold value or the battery is unable to output the amount of electric energy required to propel the hybrid vehicle with a propulsive electric motor, the engine is started by a generator which operates in a motor mode. After the engine has been warmed up, the generator operates in a generator mode to generate electric energy which is supplied to the battery and the propulsive electric motor. The threshold value for the remaining capacity of the battery is greater as the atmospheric pressure is lower. Therefore, if the hybrid vehicle is running under a low atmospheric pressure such as on a highland, the electric energy is supplied from the generator to the battery and the propulsive electric motor at an early stage where the capacity of the battery is relatively high. The generator also starts to generate electric energy when the battery is unable to output an amount of electric energy sufficient enough to propel the hybrid vehicle.

The opening of the intake air control valve of an engine which actuates a generator on a hybrid vehicle is basically controlled by an intake air control valve control assembly to cause the engine to produce a power output corresponding to a target generated output which is determined by a target generated output setting assembly based on an operating condition of the hybrid vehicle. When regenerative braking of a propulsive electric motor is detected by a regenerative braking detector, the opening of the intake air control valve is corrected in a direction to decrease. Even when the load on the engine drops sharply or is greatly reduced by regenerative braking of the propulsive electric motor, the engine is prevented from racing, and from discharging unwanted exhaust emissions and also from suffering undue vibrations.

A method and apparatus is provided for controlling the solenoid current of a solenoid valve which controls the amount of suction air in an internal combustion engine. A solenoid current control value is calculated as a function of engine operating conditions and a corrected solenoid current control value is determined as a predetermined function of the solenoid current control value. The solenoid valve is controlled as a function of the corrected solenoid current control value. The solenoid valve is controlled by generating a pulse signal having a duty ratio which is a function of the solenoid current control value.

Method and apparatus for controlling the solenoid current of a solenoid

An addition correction term is added to a feedback control term when an internal combustion engine is idling, a control valve is under feedback control, and an automatic transmission is in drive range (D range). The addition correction term is calculated by multiplying a predetermined constant value by at least one of several correction coefficients which are based on RPM and temperatures of the engine and vehicle speed. A learnt value is calculated based on intake manifold pressure when the internal combustion engine is in idling condition, the control valve is under feedback control, and the automatic transmission is in disengagement condition, for example, neutral range (N range). When the automatic transmission is turned into D range the existing manifold pressure is detected and the addition correction term is calculated based on the difference between the learnt value and the detected manifold pressure.

Method for control of idle rotations of internal combustion engine

A method and apparatus is provided for controlling the solenoid current of a solenoid valve which controls the amount of suction air in an internal combustion engine. A solenoid current control valve is calculated and a present time value of solenoid current is detected after which a deviation between the present time solenoid current and the solenoid current control value is calculated. A correction value for the present time solenoid current control value is calculated based upon the deviation and a corrected solenoid current control value is determined as a function of the present time solenoid current control value and the correction value.

A method and apparatus are provided for controlling the solenoid current of a solenoid valve which controls the amount of suction air in an internal combustion engine. An actual current flowing through the solenoid is detected and a solenoid current control value is calculated as a function of engine operating conditions. A corrected solenoid current control value is determined as a function of the solenoid current control value and a feedback control term is calculated as a function of the difference between the corrected solenoid current control value and the actual solenoid current. An initial value for the feedback control term is determined as a function of an integration term which forms part of the feedback control term. A pulse duration signal is determined as a function of the corrected solenoid current value and an output pulse duration signal is calculated as a function of the pulse duration signal and the feedback control term. In another aspect, a predetermined current control value is used as the corrected solenoid current control value when the engine speed is above a predetermined value. In still a further aspect, the output pulse duration is corrected as a function of battery voltage.

An addition correction term is added to a feedback control term when an internal combustion engine is idling, a control valve is under feedback control, and an automatic transmission is in drive range (D range). The addition correction term is calculated by multiplying a predetermined constant value by at least one of several correction coefficients which are based on RPM and temperature of the engine and vehicle speed. A learnt value is calculated based on intake manifold pressure when the internal combustion engine is in idling condition, the control valve is under feedback control, and the automatic transmission is in disengagement condition, for example, neutral range (N range). When the automatic transmission is turned into D range, the existing manifold pressure is detected and the addition correction term is calculated based on the difference between the learnt value and the detected manifold pressure.

A method and apparatus are provided for controlling the solenoid current of a solenoid valve which controls the amount of suction air in an internal combustion engine. The actual solenoid current flowing through the solenoid is detected and a solenoid current control valve is calculated as a function of engine operating conditions. A corrected solenoid current control value is determined as a function of the solenoid current control value and a pulse duration signal is determined as a function of the corrected solenoid current control value. A feedback control term is calculated as a function of the actual solenoid current and the corrected solenoid current control value. Further, a temperature corresponding to the solenoid temperature is detected and a temperature correction value is generated corresponding thereto. A pulse duration output signal is calculated for controlling the operation of said solenoid as a function of the pulse duration signal, the feedback control term, and the temperature compensation value.

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Wako, Japan

Takeo Kiuchi