Honda Motor Co., Ltd.

Honda Giken Kogyo Kabushiki Kaisha

Toshinari Shinohara

Toru Kitamura

Ken Ogawa

Atsushi Matsubara

Chiho Itoga

Shinichi Kitajima

Teruo Wakashiro

Kan Nakaune

Yasuo Nakamoto

Hideyuki Takahashi

Shigeo Hidai

Naoya Miyamoto

Tetsuaki Nakano

Katsuhiro Kumagai

Atsushi Umemoto

Mitsuru Sugimoto

Futoshi Nishioka

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

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.

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

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

A control system for an internal combustion engine, which can determine just enough amounts of demanded combustion fuel and auxiliary fuel during execution of auxiliary fuel supply, for improvement of fuel economy and drivability and the emission-reducing capability of a catalyst. The control system carries out auxiliary fuel supply for a cylinder during a predetermined time period within the expansion and exhaust strokes, to control the catalyst to a predetermined state for its emission-reducing capability. The control system calculates a whole demanded fuel amount to make oxygen concentration in exhaust gases equal to a predetermined value for controlling the catalyst to the state during auxiliary fuel supply, determines the amount of demanded combustion fuel to be supplied to obtain engine output, and determines the auxiliary fuel amount based on the difference between the whole demanded fuel amount and the demanded combustion fuel amount.

An EGR control system that is capable of controlling the amount of recirculation of high-temperature and low-temperature recirculated gases, with high accuracy, to thereby improve the control accuracy of in-cylinder temperature. An ECU of an ERG control system calculates a fresh intake air ratio, and sets a target value of the fresh intake air ratio. The ECU calculates a feedback correction coefficient for converging the fresh intake air ratio to the target value, with an I-PD control algorithm, and sets an external EGR ratio and an internal EGR ratio. The ECU controls the EGR amount whose ratio is the larger, according to the larger one of the two ratios and the feedback correction coefficient, and controls the EGR amount whose ratio is the smaller, according to the smaller of the ratios and the learned value thereof.

EGR control system for internal combustion engine

A failure detection device for a vehicle having a deceleration deactivatable engine, by which failure detection, performed primarily by monitoring the oil pressure of operation oil, is ensured. The failure detection device is provided for a vehicle having a deceleration deactivatable engine in which it is possible to deactivate at least one cylinder by closing both of intake and exhaust valves thereof by applying the oil pressure of operation oil to a passage for deactivation execution via an actuator, and also it is possible to cancel the closed state of both of the intake and exhaust valves by applying the oil pressure of the operation oil to a passage for deactivation cancellation. The failure detection device includes an oil pressure condition judgement section (steps Sand S) which determines whether the oil pressure of the operation oil measured by a POIL sensor satisfies threshold conditions, and an abnormality judgement section (steps Sand S) which determines that abnormality exists when it is determined, by the oil pressure condition judgement section, that the oil pressure of the operation oil does not satisfy the threshold conditions.

Trouble detector of vehicle having deceleration idling-cylinder engine

A motor control device for a vehicle having a deceleration deactivatable engine which includes at least one deactivatable cylinder which is deactivated during a deceleration traveling of the vehicle, and which is started by a motor when the operation thereof transitions from a deceleration deactivation operation to a normal operation. The motor control device comprises a cylinder deactivation state determining section (S) for determining whether or not the engine is in a cylinder deactivation state, a cylinder deactivation executing section, a cylinder deactivation operation detecting section (S) for detecting whether or not the cylinder deactivation executing section is activated, and a starting torque setting section (S-S) for setting staring torque for starting the engine by the motor. When it is determined, by the cylinder deactivation state determining section, that the engine is in a cylinder deactivation state, and it is determined, by the cylinder deactivation operation detecting section, that the engine is to return to the fuel supply operation, the starting torque setting section sets a smaller staring torque than in the case of a normal operation. Accordingly, the output of the motor is optimally set when the operation transitions from the cylinder deactivation operation to the normal operation; thus, a smooth drivability and an improved fuel consumption efficiency can be obtained.

Motor controller of deceleration idling-cylinder engine vehicle

A control device for a hybrid vehicle which enables an improvement in fuel consumption by means of a cylinder deactivation operation while maintaining brake performance. The hybrid vehicle has an engine (E) and a motor (M) for outputting power for driving the vehicle, wherein a regenerative brake is used during deceleration traveling of the vehicle in accordance with a deceleration state thereof, and the engine (E) includes at least one deactivatable cylinder which is deactivatable during deceleration traveling of the vehicle. The control device comprises: a deactivation determining section for determining whether the deactivatable cylinder is allowed to be deactivated in accordance with a traveling state of the vehicle; a deactivation cancellation determining section for canceling cylinder deactivation during deactivation operation; an intake pressure sensor (S); a master vac negative pressure sensor (S); and a control valve () for opening/closing a secondary air passage () for providing auxiliary air into the intake passage (), wherein the control valve () is closed when the intake pressure is a negative value lower than a predetermined threshold during deceleration traveling of the vehicle.

Control device for hybrid vehicle

A control apparatus for a hybrid vehicle for generating an appropriate amount of regeneration energy during deceleration. A control apparatus for a hybrid vehicle including an engine and electric motor for driving the hybrid vehicle wherein the engine comprises cylinders capable of deactivated operations and the motor executes regenerative braking when the vehicle is decelerating. The control apparatus of the present invention includes a cylinder deactivation determination device for determining whether or not the vehicle speed is appropriate for executing the cylinder deactivated operation, a regeneration amount calculating device for detecting whether the vehicle state is appropriate for regeneration and calculates the amount of regeneration; and further includes a compensation amount calculating device that compensates the amount of regeneration based on an all cylinder deactivated operation and the engine rotation speed.

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Saitama-ken, Japan

Toshinari Shinohara