Honda Motor Co., Ltd.

Yukihiro Asada

Kenichi Machida

Makoto Tsuyuguchi

Masanori Nakamura

Toru Takeda

Takashi Tetsuka

Hayato Maehara

Shinji Saito

Takeru Abe

Shiro Kokubu

Emi Shida

Shunsuke Kitawaki

An air feed ratio controlling apparatus can include a predictor for predicting an air fuel ratio on the downstream side of a catalyst calculates a predicted air fuel ratio at least based on an actual air fuel ratio from an oxygen sensor and a history of a first correction coefficient. The air fuel ratio controlling apparatus can also include an adaptive model corrector which determines the deviation between the actual air fuel ratio and the predicted air fuel ratio as a prediction error ERPRE, and superposes a second correction coefficient on the first correction coefficient so that the prediction error may be reduced to zero.

Air fuel ratio controlling apparatus

A fuel injection control system provided with a throttle by wire (TBW) system detecting an operation condition of a throttle grip and controlling, via an actuator, a throttle valve. The control system detects the throttle valve opening and controls an injector. An increased quantity correction value is determined based upon of an output of a throttle valve opening sensor and an operation condition of the throttle grip. When an acceleration condition of a vehicle is detected according to the output of the throttle valve opening sensor, an increased quantity correction of fuel is performed. The increased quantity correction value is brought to an attenuation condition in which the increased quantity correction value is gradually decreased, or a stop condition in which the increased quantity correction value is made to zero, when the throttle grip is not in drive in an opening direction, even though an acceleration condition is detected.

Fuel injection control system

An internal combustion engine which includes a valve deactivation mechanism for reducing an output power shock upon changing of the cylinder number. In an internal combustion engine which includes a valve deactivation mechanism driven by a slide pin which is driven by hydraulic pressure, response delay time after a signal is sent to oil control valves until an intake valve and an exhaust valve are activated or deactivated is used to form a control map in response to control parameters, and the valve deactivation mechanism is controlled based on the control map.

Internal combustion engine including valve deactivation mechanism

A target TH opening degree change amount calculating unitcalculates a change amount of a target throttle opening degree &#x394;THCMD. In accordance with whether or not the change amount of the target throttle opening degree &#x394;THCMD is not less than a predetermined control start threshold, a collision prevention process determining unitdetermines whether a throttle griphas been operated to rapidly close. When the rapid closing operation of the throttle gripis detected, a change-amount basic value calculating unitcalculates a change-amount basic value of the target throttle opening degree. A correction term calculating unitinputs to a multiplying unita correction term for correcting the change-amount basic value. The multiplying unitmultiplies the change-amount basic value by the correction term, and outputs a change amount of the target throttle opening degree thus calculated. The correction term can be set, for example, to have a value not more than 1.0 in accordance with the target TH opening degree.

Throttle control system

When cranking starts by turning on a starter switch, the ignition timing is first corrected to a fixed value on a retard side. When an IACVreaches a fully opened position, the ignition timing is corrected to the retard side once, and thereafter corrected to an advance side. The correction to the advance side is performed in accordance with a difference between the number of idling target steps and the current number of steps, and the amount of advance correction is reduced as the difference is reduced. Upon completion of the initialization of the IACV, the ignition timing correction amount is then restored to the initial value by increasing the amount of advance by a predetermined amount in a stepwise manner.

Engine ignition control apparatus

A fuel injection controlling system includes an accelerator manipulator. An accelerator manipulated variable detection sensor is configured to detect a manipulated variable of the accelerator manipulator. A rotation speed sensor is configured to detect a rotation speed of an engine. A throttle valve drive motor is configured to open and close the throttle valve in response to the manipulated variable. A controller is configured to control the throttle valve drive motor and to compute basic injection time (Ti) of fuel. A memory is configured to memorize, as a carbon adhesion judgment value (IXREF), a throttle opening degree (&#x3b8;TH) at a moment when a rotation speed (Ne) detected with the rotation speed sensor reaches a target idle rotation speed (NeIdle) by increasing the throttle opening degree (&#x3b8;TH). A corrector is configured to correct Ti with IXREF to correct an air-fuel ratio toward a leaner side as IXREF increases.

Fuel injection controlling system of internal combustion engine

An operation amount detecting unitdetects an operation amount of a throttle grip from a zero position. A basic throttle opening degree computing unitcomputes a basic throttle opening degree corresponding to the operation amount. A throttle opening degree additional value computing unitoutputs as a target throttle opening degree a value obtained by adding the basic throttle opening degree with a throttle opening degree additional value corresponding to the operation amount when the operation of the throttle grip is performed within a small operation region corresponding to an idle operation. The throttle opening degree additional value computing unitoutputs as the target throttle opening degree the basic throttle opening degree when the operation of the throttle grip is performed without the small operation region.

Engine throttle control system

To provide a vehicle speed limiting system that is capable of executing a maximum speed limiting control without influencing a driving feeling of a vehicle. A vehicle speed limiting system includes: a three-dimensional mapand a throttle valve driving unit. A first maximum speed limiter opening degree is calculated by adding a first predetermined opening degree, a second predetermined opening degree, and a current throttle valve opening degree, the first predetermined opening degree being calculated by multiplying a speed difference of the vehicle by a preset P-term coefficient, the second predetermined opening degree being calculated by multiplying an acceleration of the vehicle by a preset D-term coefficient. Once the calculated first maximum speed limiter opening degree falls below the target throttle valve opening degree &#x3b8;B, the throttle valve motoris driven on a basis of the first maximum speed limiter opening degree.

Vehicle speed limiting system

A driving amount controller for reducing the response delay or erroneous deviation in the control of a driving amount of a controlled system, for example, in the control of the opening of a throttle valve. When a target opening DTHR is varied starting from the condition where the throttle valve is stopped, an ECUon a vehicle calculates an output of a motor necessary for a starting operation of the motor, and outputs a control signal Sc obtained through compensation of a deficiency.

Driving amount controller

An engine ignition control apparatus for controlling ignition of a multi-cylinder, 4-cycle engine includes dual ignition coils for controlling ignition timing of the respective cylinders during engine operation. The engine ignition control apparatus includes a stroke determination unit for determining a stroke based on crank pulses and on an output signal of an intake pressure sensor. The engine ignition control apparatus also includes an ignition map allocation unit for allocating ignition maps to the respective cylinders of two ignition systems, each having a pair of cylinders with a same phase, before the stroke determination. The ignition map allocation unit also allocates ignition maps independently to each of the respective cylinders after the stroke determination. The engine ignition control apparatus also includes an ignition timing calculation unit for calculating ignition timing of the respective ignition coils based on the ignition maps allocated to the respective cylinders.

Ignition control apparatus and method for controlling ignition of a four-cylinder engine

An engine control method, based on engine intake pressure, is operable to shorten a period from a start of cranking until a sequential fuel injection control is determined. Provisional and final stroke determinations are made for a plurality of cylinders from a synthetic manifold pressure waveform. The provisional stroke determination is made after a crankshaft is rotated 720 degrees after settlement of a crank reference position. The final stroke determination is made when the crankshaft rotates 1440 degrees after the provisional stroke determination. When the provisional stroke determination is made, fuel is injected into the cylinders based on a detected value of the engine intake pressure; and when the stroke determination is finally settled, the fuel injection and ignition of the engine are controlled based on the detected value of the engine intake pressure.

Method of controlling fuel injection and ignition of an internal combustion engine, using monitored intake pressure

A driving amount controller is provided for a vehicle. An ECU on the vehicle reduces a damping output Udamp when the deviation e between the target opening DTHR of the throttle valve and the actual opening DTH is near zero or when a switching function value &#x3c3; is near zero. This makes it possible to reduce the damping output Udamp immediately after the start of, or immediately before the end of, the control of the opening of the throttle valve when the deviation e or the switching function value &#x3c3; is near zero, and to realize a high response performance as to the control of the actual opening DTH of the throttle valve.

A driving amount controller for reducing a response delay or erroneous deviation in control of a driving amount of a controlled system. The driving amount controller includes an ECU that increases an add-in amount to a duty ratio DUT of a control signal according to an increase in the speed variation &#x394;DTHR of a target opening DTRH of the throttle valvewhen the speed variation &#x394;DTHR is positive. In addition, the ECU increases the add-in amount to the duty ratio DUT of the control signal according to a decrease in the speed variation &#x394;DTHR when the speed variation &#x394;DTHR is negative. A throttle valve on a vehicle is an example of the controlled system.

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Wako, Japan

Yukihiro Asada