Mitsubishi Electric Corporation

Mitsubishi Denki Kabushiki Kaisha

Mitsubishi Denki K.k.

Yamaha Marine Kabushiki Kaisha

Yasuhiko Ishida

Ryo Sakaguchi

Yohei Yamaguchi

Yoshimasa Kinoshita

Katsuhiko Kondo

Hitoshi Sako

Yasuji Sekimoto

Manabu Goho

Shunji Murao

Provided is a boat engine idling revolution number control device, which includes a control unit () for performing control so that an engine revolution number converges to a target revolution number based on a result of detection of an engine state. The control unit includes: a decelerating running determining section (); and a running-load correction calculating function section () for calculating a running-load correction signal for correcting a basic torque rate based on the result of determination by the decelerating running determining section and a shift position state detected by the neutral switch. The running-load correction calculating function section resets the running-load correction signal to zero when detecting, based on a behavior of the engine revolution number after the running-load correction, that the engine revolution number is larger than a threshold value calculated based on the target revolution number and the engine revolution number increases.

Boat engine idling revolution number control device and method

When an accelerator operation amount is 0, a throttle actuator is controlled by means of isochronous control by using a second throttle operation amount (&#x3b8;tps) for the isochronous control, and, on the other hand, when the accelerator operation amount is not 0, the throttle actuator is controlled by means of droop control by using a first throttle operation amount (&#x3b8;tps) for the droop control. When an engine rotation speed is equal to or lower than a LOW rotation speed, larger one of the first and second throttle operation amounts (&#x3b8;tpsand &#x3b8;tps) is used, and when the engine rotation speed is equal to or higher than a HIGH rotation speed, smaller one of the first and second throttle operation amounts (&#x3b8;tpsand &#x3b8;tps) is used, to thereby control the throttle actuator by means of the isochronous control.

Engine control apparatus and engine control method

By driving a fuel pump suitably to an amount of fuel according to an amount of fuel consumed by an engine and by monitoring an actual motor speed of the fuel pump, F/B control is carried out according to a target motor speed and the actual motor speed of the fuel pump. Meanwhile, by learning and storing a duty value comparable to a deviation between the target and actual motor speeds, duty driving of the fuel pump is corrected to suit an engine condition. It thus becomes possible to provide a fuel pump control apparatus of an engine capable of promoting power saving by suppressing a wasteful energy loss including a current consumption and making an internal circuit of an ECU simpler by enhancing fuel supply accuracy.

Fuel pump control apparatus of engine

A general purpose engine control apparatus can detect misfire occurrence with high accuracy, while reducing adaptation man hours of misfire determination. The apparatus includes a first air/fuel ratio determiner to make a rich/lean determination, an injection amount corrector to calculate a corrected injection amount corresponding to a stoichiometric air/fuel ratio, an injection controller to supply fuel to the engine so as to match the corrected injection amount, a second air/fuel ratio determiner to make a rich/lean determination based on a comparison of the O2 sensor output with a rich and a lean determination voltage, a rich/lean period calculator to calculate a rich/lean period according to the determination of the second air/fuel ratio determiner, and a misfire determiner to determine the presence or absence of a misfire based on the rich/lean period. The injection controller stops fuel injection to the engine in the presence of a misfire.

Control apparatus for general purpose engine

Provided is an rpm control device for a general-purpose engine, which is capable of realizing droop control in a spark-ignition engine only by the adaptation of isochronous control. When the droop control is selected, a rotation decrease rate (K) (value equal to or smaller than 1) is obtained from an engine rpm and a load. The result of multiplication of a basic target rpm (Nb) requested by a driver by the rotation decrease rate (K) is obtained as a target rpm (No). By setting the rotation decrease rate to a smaller value as the load becomes higher, the target rpm (No) is set smaller than the basic target rpm (Nb). The isochronous control is performed by using an electronic throttle so as to achieve the obtained target rpm (No) to realize the droop control in a pseudo-manner.

Rpm control device and rpm control method for a general-purpose engine

To propose a ship navigation control system that can easily and automatically switch between a target throttle opening for constant velocity navigation control and a target throttle opening corresponding to a lever operation amount of an operation lever. Throttle control means includes first computation means that computes a first target throttle opening for constant velocity navigation control of a ship based on a constant velocity navigation command using at least a ship velocity signal and a target ship velocity command signal, second computation means that computes a second target throttle opening corresponding to the lever operation amount, and a selection and output means that selects one having a smaller value of the first target throttle opening and the second target throttle opening and outputs the one as a throttle opening.

Navigation control system for ship

To improve a restart failure during fuel vapor occurrence, in a fuel injection control apparatus for an engine that is not equipped with a battery and starts the engine by a manual operation, the fuel injection control apparatus for an engine includes: an injector that supplies fuel to the engine based on pressure of the fuel supplied by a fuel pump; a power generating section for generating power based on rotation driving of a crank shaft of the engine; a starting device for manually starting the engine; and a control section for starting with power generation voltage by the power generating section and calculating a fuel injection amount based on an operation state of the engine. The control section includes: an injection amount calculating function unit that calculates, according to the operation state of the engine, an injection amount of the fuel to be supplied to the engine; an injection time conversion coefficient calculating function unit that calculates an injection time conversion coefficient for converting the injection amount into injector driving time based on a predicted fuel pressure value; and an injector driving time calculating function unit that calculates driving time of the injector based on an output of the injection amount calculating function unit and an output of the injection time conversion coefficient calculating function unit.

Fuel injection control apparatus for engine

There is provided an idling rotation speed control apparatus that can reduce the development man-hours and the cost and that enables operation during a trolling cruise to be readily performed. The idling rotation speed control apparatus includes an engine rotation speed detection means, an engine temperature detection means, an engine idling driving state detection means, an engine load detection means, an intake air amount adjusting means for adjusting an amount of intake air during an idling state, and an ECU for controlling the intake air amount adjusting means during idling driving. The ECU includes a basic torque ratio calculation function for calculating a ratio of torque to be generated, to engine maximal torque, that is necessary for making the engine steadily operate at a target rotation speed during idling driving; a target torque ratio calculation function for correcting the basic torque ratio, in accordance with a difference between a target rotation speed and an engine rotation speed, and calculating a target torque ratio; a target air amount calculation function for calculating an air amount necessary for generating the target torque ratio; and an intake air amount adjusting function for controlling the intake air amount adjusting means, based on the calculated air amount.

Idling rotation speed control apparatus

An operator control system for a boat, where an outboard motor includes a throttle actuator that controls throttle opening of the engine, a shift actuator that controls a shift position to be put into one of neutral, drive, and reverse positions, and an engine control unit that controls the engine. An operation input portion, to control propulsion of the outboard motor and an operation quantity computation portion, that computes control command values including a start and a stop, the throttle opening, and the shift position of the outboard motor by detecting a steering state of a boat driver at the steering seat, are mounted on an operator station. The operation quantity computation portion transmits the control command values to the outboard motor via a communication portion, and the outboard motor performs control of the start and the stop, the throttle opening, and the shift position of the engine according to the control command values received.

Operator control system of boat

An engine control device can include a throttle valve for adjusting an amount of air supplied to an engine, operation amount detecting sensors for detecting an operation amount of a throttle lever, a motor for driving the throttle valve between open and closed positions according to detection values of the operation amount detecting sensoror the like, and throttle opening detecting sensors for detecting an opening of the throttle valve is provided with a limp-home mechanism for keeping the throttle valve in a mechanically neutral position when an abnormality occurs. When the throttle valve is in the mechanically neutral position, an ignition timing control can be switched in a stepwise manner over a predetermined time period from a regular ignition timing control to a limp-home ignition timing control.

Engine control device

An electronic throttle control device of an internal-combustion engine includes an electronic control unit (ECU) having a judgment function portion that judges whether an engine control system and an engine driving condition are normal, and plural kinds of pre-set characteristic conversion coefficient maps used to compute a command value of a target throttle opening degree from a manipulation quantity of the accelerator pedal. The command value of the target throttle opening degree is computed using a specific map selected from the plural kinds of characteristic conversion coefficient maps depending on the judgment result of the judgment function portion.

Electronic throttle control device of internal-combustion engine

The idling engine speed is controlled to a target value at a high response speed with high accuracy even during the control of the air/fuel ratio by correcting the ignition time which is effected by obtaining the concentration of oxygen and calculating an air/fuel ratio correction value of fuel based on the concentration of oxygen during idling and the control of the air/fuel ratio.

Idling engine speed control unit

A method of storing a correction value of a control variable in an engine control device includes the steps of transferring a correction value stored in a RAM to an E.sup.2 PROM by serial communication immediately after a power supply switch is turned off. The correction value stored in the E.sup.2 PROM is then transferred back to the RAM immediately after the power supply circuit is turned on. In this way, when the engine control device is not in operation, the correction value is retained in the E.sup.2 PROM.

Method for retaining the correction value of a control variable in an

A fuel vapor purge system for an internal combustion engine comprises a fuel tank, a purge pipe for introducing fuel vapor generated in the fuel tank into an intake passage of the engine, a purge valve installed in the piping, an engine control unit for opening the purge valve in dependence on the state in which the engine operates, a pressure sensor for detecting a pressure within the fuel tank, and an alarm being operative under the control of the engine control unit. The engine control unit opens the purge valve for a first predetermined period when the engine operation is in a steady state, makes decision as to occurrence of an abnormality in the purge system on the basis of a magnitude of change in the internal pressure of the fuel tank over a second predetermined period covering the first predetermined period, and activates the alarm when occurrence of an abnormality is determined.

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Kobe, Japan

Yasuhiko Ishida