Honda Giken Kogyo Kabushiki Kaisha

Honda Giken Kogyo K.k.

Honda Giken Kogyo Kabushiki

Yoshio Wazaki

Tetsuya Oono

Norio Suzuki

Akira Fujimura

Hiroshi Kitagawa

Yuzuru Koike

Akihiko Koike

Nobuyuki Narisawa

Fumio Yatabe

Akira Kato

Yutaka Otobe

Hironobu Kiryu

Eitetsu Akiyama

Yoshiharu Abe

Tetsuya Ono

Masakatsu Niikura

Keisuke Kudo

An excess slip control device for a driving wheel, comprising a driving wheel speed sensor for detecting a driving wheel speed of a vehicle, a slip determining means for determining a slip condition of a driving wheel according to an output from the driving wheel speed sensor, a fuel supply suppressing means for suppressing fuel supply to an engine according to an output from the slip determining means, and a retard control means for controlling an ignition timing to a retard position according to an output from the slip determining means. Thus, the fuel quantity to be supplied to the engine and the ignition timing are controlled according to the slip condition of the driving wheel. Accordingly, an operational shock due to a fluctuation in engine torque may be reduced to thereby improve the drivability, and a control lag may be also eliminated.

Excess slip control device for driving wheel

When the output from an internal combustion engine is reduced using a combination of a throttle valve control device, a fuel cut control device and an ignition retard control device, the starting point of operation of the ignition retard control device in a control region of condition for an excessive slipping of the driving wheel is provided between the starting region of operation of the throttle valve control device and the starting region of operation of the fuel cut control device. This permits the fuel cut control device to have a high responsiveness to a sudden variation in excessive slipping and no exhaust heat to be discharged, and also permits the throttle valve control device to become lower in responsiveness after the excessive slipping has been substantially converged but to have a small variation in fuel-air ratio. The ignition retard control device starts operation only when the excessive slipping cannot be suppressed by the throttle valve control device. Therefore, the use of the ignition retard control device which relatively easily permits an increase in the temperature of an exhaust gas can be restrained to the minimum.

Driving wheel slip control system

A driving wheel slip control system for a vehicle detects an excessive slip state of at least one of the driving wheels of the vehicle and reduces engine output when the excessive slip state is detected, by repeating alternate fuel cut and fuel supply such that fuel supply is stopped for a first predetermined time period, and a second predetermined time period. During the second predetermined time period the engine is supplied with an amount of fuel smaller than one required for an operating condition of the engine in the excessive slip state. If the excessive slip state has a greater variation in magnitude than a certain value, fuel supply is continuously effected for a third predetermined time period longer than the first predetermined time period or all the time during the excessive slip state. In another embodiment, slip value is determined which corresponds to the degree of an excessive slip of the driving wheel and a supply controller controls the amount of fuel supplied to various engine cylinders depending on the slip value. A fuel cut-off control cuts off the fuel supply to the various cylinders the number of which depends on the slip value when the slip value exceeds a predetermined slip value.

Driving wheel slip control system for vehicles

In reducing the output from an internal combustion engine by a driving-wheel torque reducing means when a driving wheel is slipping excessively, thereby inhibiting the excessive slipping of the driving wheel, a total torque transmitted from the internal combustion engine to the driving wheel and a surplus torque consumed for the excessive slipping of the driving wheel are found, and the output from the internal combustion engine is reduced on the basis of an effective driving-wheel torque found from the total driving-wheel torque and the surplus torque and transmittable to a road surface. Alternatively, the output from the internal combustion engine may be reduced on the basis of the total torque transmitted from the internal combustion engine to the driving wheel and the surplus torque consumed for the excessive slipping of the driving wheel. Consequently, the driving-wheel torque can be converged quickly to a proper value, and it is possible to provide a closer control of the driving-wheel torque.

System and method for controlling torque of driving wheel

In a throttle valve controller for controlling the opening and closing of a throttle valve in an internal combustion engine, the state of the throttle valve entering a sticking is detected from a difference between a target throttle valve opening degree and an actual throttle valve opening degree. When the throttle valve enters its sticking state, the amount of decrement in the output from the engine is calculated based on the current operational condition of the engine and an estimated value for the operational condition of the engine after elimination of the sticking. When the elimination of the sticking is detected on the basis of a sudden variation in throttle valve opening degree, the output from the engine is reduced by fuel cut on the basis of the amount of decrement in engine output. This prevents occurence of a sudden variation in output torque of the engine, which may otherwise be produced as a result of elimination of the sticking.

Fail-safe system for throttle valve controller

A driving wheel slip control system for a vehicle equipped with an internal combustion engine capable of changing the valve lift characteristic of inlet and/or exhaust valves thereof. An output from the engine is decreased in response to a detected magnitude of slip of at least one of the driving wheels. An engine output decrement is changed in response to the changed valve lift characteristic.

A driving wheel slip control system for a vehicle equipped with an internal combustion engine, in which a decelerating condition of the engine is detected, a slip state of the driving wheels is detected, and the torque of the driving wheels is reduced in response to the detected slip state of the driving wheels. The torque reduction is inhibited irrespective of the detected slip state when the decelerating condition of the engine is detected. The engine is determined to be in the decelerating condition when the engine is in a region where the air-fuel ratio of a mixture being supplied to the engine is to be controlled to a value leaner than a stoichiometric ratio.

A system for controlling the slip of driving wheels of a vehicle detects an excessive slip state of at least one of the driving wheels of the vehicle wherein the slip of the at least one driving wheel has a magnitude greater than a predetermined magnitude, and interrupts fuel supply to the engine of the vehicle when the excessive slip state is detected. The system further detects a predetermined smaller slip state wherein the slip has a magnitude less than the predetermined magnitude. An amount of fuel supplied to the engine is corrected in dependence on the value of at least one predetermined operating parameter of the engine, which is sensed by at at least one parameter sensor, when the predetermined smaller slip state is detected. A plurality of different correction values responsive to operating conditions of the engine, which correct the amount of fuel supplied to the engine, are rendered virtually ineffective when the predetermined smaller slip state is detected.

An operation control system for an internal combustion engine includes a first current detector for detecting a value of electric current flowing in a field winding of an AC generator of the engine, and an ECU responsive to the detected value of electric current for determining a control amount by which the operation of the engine is to be controlled, and for changing output torque of the engine in response to the determined control amount. A second current detector, preferably, a Hall element, detects a value of electric current flowing from the AC generator to electrical loads on the engine. The ECU detects a transient state of the electrical loads, based upon the detected value of electric current from the second current detector. The ECU is operable when the transient state is detected, for determining a transient correction amount of the determined control amount, in response to the detected value of electric current from the first current detector.

Operation control system for internal combustion engines

After starting of an internal combustion engine, a quantity of fuel to be supplied to the engine is increased by the use of a fuel increment, and at the same time a period of time is counted which elapses from the time an oxygen concentration sensor has its internal resistance decreased below a predetermined value. When the period of time counted exceeds a predetermined period of time, the increase of the quantity of fuel is terminated and simultaneously calculation of a correction value responsive to oxygen concentration in exhaust gases sensed by the sensor is started, and the quantity of fuel is corrected by means of the correction value calculated. A temperature in the engine intake system is sensed, and the above predetermined period of time is to a larger value as the sensed intake system temperature is higher.

Fuel supply control method for internal combustion engines after starting

A method of controlling the supply of fuel to an internal combustion engine after starting, wherein an initial value of a fuel increment is set to a value dependent upon a temperature of the engine after starting thereof, the fuel increment is progessively decreased from the set initial value thereof at a predetermined rate, and a fuel quantity corrected by the decreased fuel increment is supplied to the engine. A temperature of the intake system of the engine is sensed. The above predetermined rate of decrease of the fuel increment is set to a larger value as the sensed temperature of the intake system is higher. Preferably, when the sensed temperature of the intake system is higher than a predetermined value corresponding to the boiling point of fuel, the predetermined rate of decrease of the fuel increment is set to a larger value than that to which it is set when the sensed temperature is lower than the predetermined value.

Fuel supply control method for internal combustion engines after

A fuel supply control method for an internal combustion engine, including the steps of effecting after-start fuel increasing control wherein an initial value of a fuel increment is set to a value dependent upon a temperature of the engine upon generation of a predetermined control signal immediately after the start of the engine, the fuel increment is progressively decreased from the set initial value in synchronism with subsequent generation of the predetermined control signal, and a fuel quantity corrected by the progressively decreased fuel increment is supplied to the engine, and effecting air-fuel ratio feedback control, which is executed on condition that a predetermined feedback control condition is fulfilled after the start of the engine, wherein a correction coefficient is set to a value dependent upon the concentration of an ingredient in engine exhaust gases, sensed by an O.sub.2 sensor, and a fuel quantity corrected by the set correction coefficient is supplied to the engine. The initial value of the fuel increment is set to smaller values as the engine temperature is higher, and set to a predetermined lower limit if the initial value set depending upon the engine temperature is smaller than the predetermined lower limit. The feedback control is effected by correcting a fuel quantity to be supplied to the engine by the fuel increment together with the correction coefficient insofar as the predetermined feedback control condition is fulfilled, when the engine temperature is higher than a predetermined value at the start of the engine.

A method of effecting feedback control of the air-fuel ratio of an air-fuel mixture supplied to an internal combustion engine to a first predetermined value, by correcting a basic fuel supply quantity by the use of a correction coefficient variable in response to the output of an exhaust gas ingredient concentration sensor, when the engine is operating in a predetermined feedback control region. A predetermined engine low-load operating region outside the predetermined feedcback control region is defined by at least one parameter representing load on the engine. When the engine enters the predetermined low-load operating region, the correction coefficient is gradually decreased until the air-fuel ratio of the air-fuel mixture is increased to a second predetermined value leaner than the first predetermined value. When the engine enters the predetermined feedback control region from the predetermined low-load operating region, the initial value of the correction coefficient is set to the product of a value of the correction coefficient obtained immediately before the engine enters the predetermined feedback control region and a predetermined enriching coefficient, and the set initial value is gradually increased until the air-fuel ratio of the air-fuel mixture is decreased to the first predetermined value.

Air-fuel ratio control method for internal combustion engines

A method of controlling the fuel supply to an internal combustion engine in response to operating conditions thereof. First and second groups of basic fuel quantity values are set beforehand as a function of a first engine operation parameter including at least the engine rotational speed, the basic fuel quantity values of the second group being each larger than a corresponding one of those of the first group for the same first engine operation parameter value. When it is determined from a detected second engine operation parameter value indicative of engine load that the engine is operating in a predetermined high load condition, one basic fuel quantity value of the second group is selected that corresponds to a detected first engine operation parameter value, and corrected by a fuel increment based upon a detected engine temperature value and the detected second engine operation parameter value. A fuel quantity is set on the basis of the corrected one basic fuel quantity and supplied to the engine. When the engine is determined to be operating in a condition other than the predetermined high load condition, one basic fuel quantity value of the first group is selected that corresponds to the detected first engine operation parameter value, to set, on the basis thereof, a fuel quantity for supply to the engine.

Fuel supply control method for internal combustion engines in high load

A method for controlling the fuel supply of an internal combustion engine determines the fuel supply amount on the basis of sampled values of a pressure level within an intake pipe of the engine when the engine is operating outside of an idling range, and determines the fuel supply amount on the basis of sampled values of rotational speed of the engine when a predetermined time period has passed after the entrance of the engine operation into the idling range, and an idling speed of the engine is stabilized. Thus, a change in the engine rotational speed upon the start of idling which has been occurred in the prior art is eliminated.

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Wako, Japan

Yoshio Wazaki