Abstract: Provided is a multilayer tube that has a layer containing an aliphatic polyamide (such as Polyamide 11 or Polyamide 12), a layer containing a Polyamide 6 composition or Polyamide 6/66/12 composition, a layer containing a saponified ethylene-vinyl acetate copolymer, and a layer containing a semi-aromatic polyamide composition that contains a semi-aromatic polyamide having a specific structure, and further has a fluorine-containing polymer in which a functional group having reactivity with an amino group is introduced into the molecular chain thereof.

Abstract: In a fuel injection controller, a first throttle opening TH0 is defined at a specific time P2. The P2 is a specific time later than the peak value of an intake pipe internal pressure PB of a previous cycle. In the cycle, P3 is a specific time that is set immediately before the calculation of the injection time. A second throttle opening TH2 is defined at P3. The fuel injection controller corrects a fuel injection amount based on variation in correction time ta0 at the first throttle opening TH0 to correction time ta1 at the second throttle opening TH1. The time P2 is later than time P1, which is the peak value of the intake pipe internal pressure of the previous cycle. Accordingly, the fuel injection amount correction is completely unaffected or only slightly affected by the intake pipe internal pressure, thus ensuring close-to-ideal correction.

Abstract: Provided is a multilayer tube that has a layer containing an aliphatic polyamide (such as Polyamide 11 or Polyamide 12), a layer containing a Polyamide 6 composition or Polyamide 6/66/12 composition, a layer containing a saponified ethylene-vinyl acetate copolymer, and a layer containing a semi-aromatic polyamide composition that contains a semi-aromatic polyamide having a specific structure, and further has a fluorine-containing polymer in which a functional group having reactivity with an amino group is introduced into the molecular chain thereof.

Abstract: An exhaust device includes left and right exhaust pipes and mufflers connected to a downstream side of the left and right exhaust pipes. The pair of left and right exhaust pipes respectively includes a merging portion. A catalyst is provided to the merging portion respectively. The pair of left and right exhaust pipes respectively includes, on a downstream side of the catalyst, a branching portion that has one side thereof extending to the muffler and the other side thereof extending to a connecting pipe. An oxygen sensor is provided to one side on a downstream side of the pair of left and right branching portions.

Abstract: An exhaust device includes left and right exhaust pipes and mufflers connected to a downstream side of the left and right exhaust pipes. The pair of left and right exhaust pipes respectively includes a merging portion. A catalyst is provided to the merging portion respectively. The pair of left and right exhaust pipes respectively includes, on a downstream side of the catalyst, a branching portion that has one side thereof extending to the muffler and the other side thereof extending to a connecting pipe. An oxygen sensor is provided to one side on a downstream side of the pair of left and right branching portions.

Abstract: An ignition timing controlling apparatus for an engine includes an ignition timing map in which high-torque timings are stored, an ECU for changing a high-torque timing obtained from the ignition timing map into a fuel-conserving ignition timing, and an advance angle target amount map in which advance angle target amounts with which the high-torque timing is to be changed into the fuel-conserving ignition timing are stored. The ECU is operable to calculate an advance angle target amount for each of cylinders of the engine based on the advance angle target amount map when a running state of a vehicle is in a cruize state in which little acceleration or deceleration is included, and also to execute advance angle control of changing the ignition timing of each of the cylinders stepwise with respect to the advance angle target amount for each of the cylinders.

Abstract: A vehicle includes an engine, a slip ratio calculating unit, a target torque calculating unit, a fuel cut pattern determining unit, and a fuel cut control unit. The vehicle also includes a traction control system which includes an average output torque predicting unit and a fuel cut pattern correcting unit configured to correct the remaining fuel cut pattern during a unit section by judging the overage and shortage of generation of an output torque of the engine by comparison of the average output torque and the target torque.

Abstract: In a fuel injection controller, a first throttle opening TH0 is defined at a specific time P2. The P2 is a specific time later than the peak value of an intake pipe internal pressure PB of a previous cycle. In the cycle, P3 is a specific time that is set immediately before the calculation of the injection time. A second throttle opening TH2 is defined at P3. The fuel injection controller corrects a fuel injection amount based on variation in correction time ta0 at the first throttle opening TH0 to correction time ta1 at the second throttle opening TH1. The time P2 is later than time P1, which is the peak value of the intake pipe internal pressure of the previous cycle. Accordingly, the fuel injection amount correction is completely unaffected or only slightly affected by the intake pipe internal pressure, thus ensuring close-to-ideal correction.

Abstract: A traction controlling apparatus is configured such that if a slip of a driving wheel is detected, then a throttle valve opening is reduced to a first predetermined value. If failure is detected while the throttle valve opening is reduced to the first predetermined value, then the throttle valve opening is further reduced to a second predetermined value. If the acceleration grip is manipulated to a fully closed position while the throttle valve opening is reduced to the second predetermined value, then the control is ended and throttle control by a direct manipulation of the acceleration grip is enabled.

Abstract: A vehicle includes an engine, a slip ratio calculating unit, a target torque calculating unit, a fuel cut pattern determining unit, and a fuel cut control unit. The vehicle also includes a traction control system which includes an average output torque predicting unit and a fuel cut pattern correcting unit configured to correct the remaining fuel cut pattern during a unit section by judging the overage and shortage of generation of an output torque of the engine by comparison of the average output torque and the target torque.

Abstract: An exhaust muffler for improving the timbre of an exhaust sound in a low engine speed region and for increasing an engine output in a high engine speed region. In an exhaust device for an internal combustion engine for discharging an exhaust gas from the internal combustion engine through a multistage expansion type muffler having a plurality of expansion chambers for silencing the sound of the exhaust gas during the passage thereof, the multistage expansion type muffler includes a first tail pipe for communicating between a most downstream one of the expansion chambers and the outside of the muffler and a second tail pipe for communicating between an upstream one of the expansion chambers on the upstream side of the most downstream expansion chamber and the outside of the muffler.

Abstract: An ignition timing controlling apparatus for an engine includes an ignition timing map in which high-torque ignition timings are stored, an ECU for changing a high-torque ignition timing obtained from the ignition timing map into a fuel-conserving ignition timing, and an advance angle target amount map in which advance angle target amounts with which the high-torque ignition timing is to be changed into the fuel-conserving ignition timing are stored. The ECU is operable to calculate an advance angle target amount for each of cylinders of the engine based on the advance angle target amount map when a running state of a vehicle is in a cruise state in which little acceleration or deceleration is included, and also to execute advance angle control of changing the ignition timing of each of the cylinders stepwise with respect to the advance angle target amount for each of the cylinders.

Abstract: An operation amount detecting unit 17 detects an operation amount of a throttle grip from a zero position. A basic throttle opening degree computing unit 18 computes a basic throttle opening degree corresponding to the operation amount. A throttle opening degree additional value computing unit 20 outputs 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 unit 20 outputs 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.

Abstract: A traction controlling apparatus is configured such that if a slip of a driving wheel is detected, then a throttle valve opening is reduced to a first predetermined value. If failure is detected while the throttle valve opening is reduced to the first predetermined value, then the throttle valve opening is further reduced to a second predetermined value. If the acceleration grip is manipulated to a fully closed position while the throttle valve opening is reduced to the second predetermined value, then the control is ended and throttle control by a direct manipulation of the acceleration grip is enabled.

Abstract: An exhaust muffler for improving the timbre of an exhaust sound in a low engine speed region and for increasing an engine output in a high engine speed region. In an exhaust device for an internal combustion engine for discharging an exhaust gas from the internal combustion engine through a multistage expansion type muffler having a plurality of expansion chambers for silencing the sound of the exhaust gas during the passage thereof, the multistage expansion type muffler includes a first tail pipe for communicating between a most downstream one of the expansion chambers and the outside of the muffler and a second tail pipe for communicating between an upstream one of the expansion chambers on the upstream side of the most downstream expansion chamber and the outside of the muffler.

Abstract: An air intake control system is provided for an internal combustion engine of a vehicle. The control system includes an intake port of a cylinder head for an engine main body, a throttle body having a throttle valve and connected to the intake port, an electric actuator having an electric motor and arranged on the throttle body to drive open or close the throttle valve, and a connector disposed on a housing of the electric actuator in a position facing toward one axial end of a crankshaft. The connector is provided in order to connect to an outside conductor to the electric motor of the electric actuator. The resulting configuration facilitates the work to connecting the outside conductor to the connector.

Abstract: An operation amount detecting unit 17 detects an operation amount of a throttle grip from a zero position. A basic throttle opening degree computing unit 18 computes a basic throttle opening degree corresponding to the operation amount. A throttle opening degree additional value computing unit 20 outputs 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 unit 20 outputs 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.

Abstract: A mounting structure is provided for an air-fuel ratio sensor on an exhaust pipe in a motorcycle in which a concentration of oxygen in an exhaust gas can be detected efficiently and accurately by the air-fuel ratio sensor. The air-fuel ratio sensor is mounted on a convergent connector of exhaust pipes, which, in turn, are operatively connected to the cylinders of a multi-cylinder engine. The air-fuel ratio sensor is located upstream of catalytic converters provided in the exhaust pipes, and may be mounted so as to be oriented substantially vertically when the motorcycle is in an upright configuration, or alternatively, may be inclined toward the rear of the motorcycle.

Abstract: A multicylinder internal combustion engine, which can simplify its control and is advantageous against thermal loads or vibrations includes a cylinder head with intake valves and exhaust valves arranged therein. Valve actuators are provided for openably operating the intake valves and exhaust valves, respectively. A cylinder head cover forms, in combination with the cylinder head, a valve actuator chamber with the valve actuators accommodated therein. At least some of the valve actuators are deactivatable to disable their corresponding cylinders. The multicylinder internal combustion engine is a V-shaped internal combustion engine provided with a front bank and rear bank. The cylinders on opposite ends in a direction of a crankshaft are set as full-time operating cylinders.

Abstract: A mounting structure for an air-fuel ratio sensor in a motorcycle is provided which eliminates the influence of water gathered in an exhaust pipe upon the air-fuel ratio sensor and improves the mountability of the air-fuel ratio sensor to the exhaust pipe. The air-fuel ratio sensor is mounted on an exhaust pipe connected to an engine in a motorcycle so that the air-fuel ratio sensor extends radially with respect to a longitudinal axis of the exhaust pipe, and is inclined upward by an angle of 10° or more with respect to a horizontal line H passing through the center of the exhaust pipe 32 in its cross section. The air-fuel ratio sensor is pointed toward the central lateral plane of the motorcycle as viewed in front elevation of the motorcycle.