Honda Giken Kogyo Kabushiki Kaisha

Honda Motor Co., Ltd.

Other

Toru Kitamura

Ken Ogawa

Chiho Itoga

Toshinari Shinohara

Akira Kato

Norio Suzuki

Naohiro Kurokawa

Tetsuya Ishiguro

Toshiaki Hirota

Jun Takahashi

Makoto Kobayashi

Sachito Fujimoto

Hiroshi Kitagawa

Takeshi Suzuki

Akira Katoh

Toshiaki Ichitani

Shusuke Akazaki

Shigetaka Kuroda

Kazutomo Sawamura

Yusuke Hasegawa

Yoshiharu Saito

Toshihiro Yamaki

Hisashi Igarashi

Kenichiro Ishii

Masami Watanabe

Hideki Uedahira

Sakae Suzuki

Hidetaka Maki

Isao Komoriya

Yoichi Nishimura

Koichi Hidano

Katsuhiro Kumagai

Hiroshi Ohno

Katsura Okubo

Atsushi Umemoto

Mitsuru Sugimoto

Ryuji Sato

Shunichi Tsuzuki

Tetsuya Ono

Yasuo Takagi

Tetsuya Ohno

Keiji Tsujii

Tetsuaki Nakano

Yoshimasa Kaneko

Takeshi Tagami

Mikio Hara

Yutaka Taniguchi

Tomio Kimura

Shohei Okazaki

Akira Ishida

Yuh Yoshii

Masuo Takigawa

Kenichirou Ishii

Naohiro Kurokama

A secondary battery state estimation device includes: a state measurer configured to measure state variables including a terminal current and a terminal voltage of a secondary battery; an internal resistance calculator configured to calculate internal resistance of the secondary battery; an estimated open-circuit-voltage (OCV) calculator configured to calculate an estimated OCV; an estimated state-of-charge (SOC) calculator configured to calculate an estimated SOC, by using an SOC-OCV characteristic model; a differential estimated SOC calculator configured to calculate a differential estimated SOC; an integrated terminal current calculator configured to calculate an integrated terminal current; and a state-of-health (SOH) calculator configured to calculate an SOH. The SOH that the SOH calculator has calculated in a high SOC state where at least the estimated OCV is equal to or above a first threshold value is entered into an SOH estimation model used to estimate the SOH to update the SOH estimation model.

Secondary battery state estimation device

A vehicular removable battery removably mountable in an electric vehicle includes a time acquirer configured to acquire a current time, a time period storage storing a time period in which electric power is supplied, and an electric power supply controller configured to control the supply of the electric power stored in an electric power storage to the electric vehicle. After the electric power supply controller detects that an activation instruction of the electric vehicle has been issued, the electric power supply controller is configured to enable the supply of the stored electric power to the electric vehicle in a case where the acquired current time is included in the stored time period. The electric power supply controller is configured to prohibit the supply of the electric power to the electric vehicle in a case where the acquired current time is not included in the stored time period.

Vehicular removable battery and antitheft system for vehicular removable battery

To provide a control system for an internal combustion engine, which is capable of providing a stable intake air amount through reduction of pumping loss and blow-back of combustion gases by appropriately controlling the valve-opening timing of the intake valves, and thereby being capable of securing excellent drivability. In the control system, the valve-closing timing of the exhaust valveis changed by an exhaust-side variable valve-operating mechanism, whereby the internal EGR amount is controlled, and the valve-opening timing of an intake valveof an internal combustion engineis changed by an intake-side variable valve-operating mechanism. Further, a target valve-opening timing CAINVO serving as a target of the valve-opening timing of the intake valveis set such that the length of time from the top dead center of a pistonat the start of the intake stroke to the valve-opening timing of the intake valvebecomes equal to the length of time from the valve-closing timing of the exhaust valveto the top dead center, and based on the target valve-opening timing, the intake-side variable valve-operating mechanism is controlled. Further, as the valve-closing timing of the exhaust valve, one of the detected actual valve-closing timing and the set target valve-closing timing is used.

Control system for internal combustion engine

An ignition timing control system for an internal combustion engine is provided to ensure stable combustion without causing misfire or knocking, by properly setting ignition timing in the compression stroke injection mode, thereby improving drivability. The ignition timing control system for the engine, that directly injects fuel into the cylinders and that is operated by switching the fuel injection mode between an intake stroke injection mode and a compression stroke injection mode, includes a fuel injection timing-setting device for setting a fuel injection timing according to an engine speed of the engine and a fuel injection amount, a basic value-setting device for setting a basic value of ignition timing according to the engine speed of the engine and the fuel injection timing, and an ignition timing-setting device for setting ignition timing in the compression stroke injection mode by correcting the basic value according to a detected air-fuel ratio.

Ignition timing control system for internal combustion engine

There is provided an internal EGR control system for an internal combustion engine, which is capable of ensuring an excellent combustion state by properly controlling an internal EGR amount. The internal EGR control system is comprised of a variable valve operating mechanismfor controlling an internal EGR amount of combustion gases caused to remain in cylindersby changing valve-closing timing CAEXVC of exhaust valves, target internal EGR amount-setting meansfor setting a target internal EGR amount of the internal EGR amount EGRINC according to detected operating conditions NE, PMCMD of the engine, valve-closing timing-calculating meansfor calculating valve-closing timing of the exhaust valvesbased on the set target internal EGR amount EGRINC, valve-closing timing-correcting meansfor correcting the calculated valve-closing timing of the exhaust valves according to the acquired wall surface temperature parameter TW indicative of wall surface temperature of the cylinder, and control meansfor controlling the variable valve operating mechanism based on the corrected valve-closing timing of the exhaust valves

Internal EGR control system for internal combustion engine

There is provided an internal EGR control device for an internal combustion engine, which, even when a change in the actual valve timing of exhaust valves is caused by aging, is capable of properly controlling an internal EGR amount while compensating for an adverse influence caused by the change, and thereby properly controlling the temperature within the cylinder. The internal EGR control devicesets a target internal EGR amount EGRINCMD which serves a target of the internal EGR amount, according to detected operating conditions, NE and PMCMD, of the engine, and calculates internal energy QACT possessed by burned gases, which is determined according to the amount and temperature of the burned gases. Further, the target internal EGR amount EGRINCMD is corrected according to the calculated internal energy, and the valve-closing timing of the exhaust valveis calculated according to the corrected internal EGR amount EGRIN. Further, the variable valve mechanismis controlled based on the calculated valve-closing timing of the exhaust valve

Internal EGR control device for internal combustion engine

An internal EGR control system for an internal combustion engine, which is capable of controlling the internal EGR amount with accuracy, when controlling the internal EGR by changing both the exhaust cam phase and the exhaust valve lift. An internal EGR control system for an internal combustion engine controls internal EGR in which combustion gases are caused to remain in a cylinder. An ECU sets a target cam phase serving as a target of the exhaust cam phase, and controls a variable exhaust cam phase mechanism such that the exhaust cam phase becomes equal to the target cam phase. ECUsets a target lift of an exhaust valve according to a detected actual cam phase and calculated valve-closing timing, and controls a variable exhaust valve lift mechanism such that the lift of the exhaust valve becomes equal to the target lift.

In a control system for a compression-ignition engine whose operation is switchable between a compression-ignition operation in which an air-fuel mixture supplied to a combustion chamber auto-ignites to burn owing to compression and a spark-ignition operation in which the air-fuel mixture is ignited to burn by a spark of a spark plug, it is determined whether a predetermined permissible condition to permit switching from the spark-ignition to the compression-ignition operation is satisfied, and switching from the spark-ignition operation to the compression-ignition operation is permitted when the predetermined permissible condition is satisfied, thereby enabling to expand the compression-ignition operation utilization region so long as permissible in light of the engine operating condition.

Control system for compression-ignition engine

A control apparatus and method for an internal combustion engine are provided for ensuring a stable combustion state and improving the fuel efficiency when an air-fuel mixture is burnt with self ignition while auxiliarily using a spark ignition. The control apparatus for an internal combustion engine which is operated in a plurality of modes including a torch self ignition combustion mode comprises an ECU. In the torch self ignition combustion mode, the ECU controls an internal EGR amount, calculates an actual exhaust closing angle, calculates a target exhaust closing angle, calculates a closing angle deviation, calculates a fuel injection amount for forming a homogeneous air-fuel mixture, calculates a correction coefficient in accordance with the closing angle deviation, and corrects a basic value by the correction coefficient to calculate a fuel injection amount for forming a stratified air-fuel mixture.

Control apparatus and method for internal combustion engine

A fuel injection control apparatus and method for an internal combustion engine are provided for appropriately controlling the amounts of fuel supplied from an in-cylinder fuel injection valve and a port fuel injection valve to a cylinder in a simple control approach while satisfactorily reflecting a fuel transport behavior as a whole cylinder. An ECU calculates a required in-cylinder injection amount and a required port injection amount, calculates an in-cylinder injected fuel behavior parameter of a fuel from the in-cylinder fuel injection valve and a port injected fuel behavior parameter of the fuel from the port fuel injection valve, a net in-cylinder injection amount in accordance with the in-cylinder and port injected fuel behavior parameters based on the required in-cylinder injection amount, and a net port injection amount in accordance with the in-cylinder and port injected fuel behavior parameters based on the required port injection amount.

Fuel injection control apparatus and method for internal combustion engine

An EGR control apparatus and method for an internal combustion engine which burns an air-fuel mixture with self ignition in addition to a flame propagation combustion, are provided for improving the combustion efficiency, engine output, drivability, and exhaust gas characteristics in an internal combustion engine which involves a self ignition combustion of an air-fuel mixture in addition to a flame propagation combustion. The EGR control apparatus comprises an ECU which selects one of a stratified self ignition mode, a stratified flame propagation combustion mode, and a homogeneous flame propagation combustion mode, sets a total target EGR amount and a target in-cylinder gas temperature in accordance with the selected combustion mode, calculates a target internal EGR amount in accordance with the value, calculates a target external EGR amount by subtracting the target internal EGR amount from the total target EGR amount, and controls the internal EGR amount and the external EGR amount to be the target internal EGR amount and the target external EGR amount, respectively, by driving three mechanisms.

EGR control apparatus and method for internal combustion engine

An internal EGR control device for an internal combustion engine, which is capable of properly controlling an internal EGR amount, while causing conditions of burned gases to be reflected thereon in controlling the internal EGR by changing valve-closing timing of an exhaust valve. An internal EGR control device sets a target internal EGR amount EGRINCMD as a target of the internal EGR amount according to detected operating conditions of an internal combustion engine, and a target internal EGR amount EGRINC is determined by correcting the target internal EGR amount based on a gas state equation, using obtained temperature and pressure of exhaust gases, and a calculated gas constant R. Then, according to the corrected target internal EGR amount EGRINC, the valve-closing timing of an exhaust valve is calculated, and a variable valve mechanism is controlled based on the calculated valve-closing timing of the exhaust valve.

A fuel injection control apparatus and method for an internal combustion engine are provided for appropriately calculating fuel injection times for an in-cylinder fuel injection valve and a port fuel injection valve, thereby accurately controlling the amounts of fuel supplied to the internal combustion engine from the in-cylinder fuel injection valve and the port fuel injection valve, respectively. The fuel injection control apparatus calculates an in-cylinder fuel injection amount which should be injected by the in-cylinder fuel injection valve, and calculates an in-cylinder fuel injection time which is a valve opening time of the in-cylinder fuel injection valve in accordance with the calculated in-cylinder fuel injection amount and an acquired cylinder internal pressure. The fuel injection control apparatus further calculates a port fuel injection amount which should be injected by the port fuel injection valve, and calculates a port fuel injection time which is a valve opening time of the port fuel injection valve in accordance with the calculated port fuel injection amount and a detected pressure within an intake system.

A control system for an internal combustion engine, which is capable of positively preventing a misfire or knocking during a compression ignition combustion mode by switching from the compression ignition combustion mode to a spark ignition combustion mode in appropriate timing. The engine is operated while switching between the compression ignition and spark ignition combustion modes. The control system (ECU) sets a target operating gas temperature to which the temperature of operating gases in a combustion chamber is to be controlled in the compression ignition combustion mode, sets a target internal EGR amount to which the internal EGR amount is to be controlled, such that the temperature of operating gases in the combustion chamber becomes equal to the target operating gas temperature, and switches the combustion mode to the spark ignition combustion mode depending on the target internal EGR amount.

Control system and method for internal combustion engine

An EGR failure determination system for an internal combustion engine, which is capable of accurately determining failures of both an external EGR device and an internal EGR device, irrespective of whether the EGR amount is large or small, thereby making it possible to enhance marketability of the system. The EGR failure determination system includes an ECU. The ECU calculates an actual fresh air ratio, and sets a target value thereof. Further, it calculates a feedback correction coefficient according to the actual fresh air ratio and the target value, and controls an exhaust recirculation mechanism and three variable mechanism. When the feedback correction coefficient is not within a predetermined range, and if it is larger than 0.5, at least one of the three variable mechanism is determined to be faulty, whereas if it is not larger than 0.5, the exhaust recirculation mechanism is determined to be faulty.

EGR failure determination system and control system for internal combustion engine

Growing community of inventors

Saitama-ken, Japan

Toru Kitamura