Abstract: The present invention is proposed to avoid the generation of shocks when the output of an engine is switched with that of an electric motor connected by a clutch. The invention comprises a first electric motor connected mechanically to an engine and a second electrical motor connected mechanically through a clutch to an engine. The drive force is transmitted to the drive wheel through a transmission from the second electric motor. It is decided whether or not to connect the clutch on the basis of driving conditions. When it is decided to connect the clutch, the engine is controlled so that the output of the engine meets the required force. The first electric motor functions as an electric generator so that the rotation speed of the engine reaches a target rotation speed. When the engine is rotating at a target rotation speed, the clutch is connected. In this way, shocks are avoided when the clutch is connected and improved driving performance is realized.

Abstract: In a hybrid vehicle wherein an engine (2) and a motor/generator (1) are connected in a state wherein they can be driven mutually, and the engine (2) is connected to drive wheels (8) via a motor (4) via a clutch (3), the output torque of the engine is precisely controlled. A control device to perform this control comprises a mechanism (39, 40) which increases and decreases the output torque of the engine (2), a sensor (11) which detects the output of the motor/generator (1), and a microprocessor (16) programmed to control the output torque increase and decrease mechanism (39, 40) so that the output of the motor/generator (1) is zero when the engine is in the idle running state and the clutch (3) is released.

Abstract: The invention prevents engine speed from being decreased (or engine stall) by a disturbance (such as turning on the air conditioner) during idling. During idle control, a target idle speed is used as an engine speed parameter in place of the actual engine speed to calculate intake air, so that the engine speed is not decreased by a disturbance for very long. Also, target generation torque can be set so as to maintain target idle speed.

Abstract: A hybrid drive system for a vehicle comprises a first electric motor in driving relationship to at least one driven wheel, a heat engine, a second electric motor in driving connection to the engine, and a clutch to engage and disengage the engine to and from the driven wheel. Immediately after or upon a command to engage the clutch, a controller retrieves, based on a measure of speed of the driven wheel, data of maximum input torque, which the second motor is capable of absorbing from the engine and data of maximum output torque, which the first motor is capable of producing. The controller compares the torque request command with the retrieved data and selects one of a plurality of different protocols for operation of the first and second electric motors and the heat engine.

Abstract: Engine rotation speed during idle running is feedback-controlled. A second target rotation speed which progressively decreases towards a first target rotation speed from a predetermined engine rotation speed, is set. The engine rotation speed is feedback-controlled based on a difference between a present rotation speed and this second target rotation speed. In this way, compared to the case where feedback control is performed using the first target rotation speed as a target value, the time period during which the engine rotation speed falls below the first target rotation speed is shortened and the engine rotation speed is made to stably converge to the first target rotation speed.

Abstract: The invention ensures that a vehicle responds in accordance with a driver's expectations during negative pressure control (or boost control). A negative pressure control target intake air flow rate is calculated. This air flow rate ensures that the pressure in a cylinder does not drop too low (which could increase oil leakage into the cylinder). A greater one of an ISC (idle speed control) target torque and a negative pressure control target intake air flow rate torque-converted value is selected. The selected torque is set as an engine demand torque. The engine demand torque is combined with a driver demand torque to calculate a target torque. The throttle valve is controlled in an electronic manner based on the target torque.

Abstract: When an operation causing a decrease of the engine load is requested, for example, by switching off an air conditioner switch, an idle speed control system calculates a fuel decrease quantity from an engine load decrease quantity, and further calculates an air decrease quantity in accordance with a desired air fuel ratio after the engine load decrease, and the fuel decrease quantity. The control system decreases the air supply quantity to the engine by the air decrease quantity. Then, after the elapse of a preset time interval, the system controls the external load such as the air conditioner so as to reduce the engine load (for example, by turning off the air conditioner), and decrease the fuel injection quantity by the fuel decrease quantity.

Abstract: A shock when switching between the motive force of a motor and an engine is avoided. A first electrical motor mechanically connected to an engine and a second electrical motor connected mechanically to an engine through a clutch is provided. In a hybrid vehicle in which motive force is transmitted to the drive wheels through a transmission from a second electric motor, it is decided whether or not to release the clutch based on the vehicle speed detected value and the required motive force detected value. The engine output at that time is estimated. Thus if it is decided to release the clutch, the output of the second electrical motor is controlled so that the generated torque corresponds to said estimated output. The output of the first electrical motor is controlled so that the torque generated by the second electrical motor is absorbed. Hence the sum of both outputs is approximately 0.

Abstract: An engine rotation speed during idle running is feedback controlled to a target rotation speed. A basic ignition timing is set based on the rotation speed during idle running, and the ignition timing is feedback corrected based on a difference between a target rotation speed and a measured rotation speed. This feedback correction process and other processes including the setting of the basic ignition timing are separated. A high response ignition timing feedback control is performed by advancing the measuring timing of the rotation speed to a point earlier than the correction timing by at least the processing time required to perform the feedback correction process, and preferably by a value near the processing time. A high response fuel injection amount feedback control may also be performed by a similar process.

Abstract: An engine idling speed control apparatus for controlling the amount of air supplied to the engine and the timing of the sparks supplied to the engine to cause the engine idling speed to follow a target engine idling speed value. In response to a demand for application of a load to the engine, the magnitude of the load to be applied to the engine and the time at which the load is applied to the engine are predicted. After the load application demand is detected, the amount of air supplied to the engine is increased and the spark timing is corrected to produce an engine output condition causing the engine speed to follow the target engine speed value with the use of an engine model indicating an engine output characteristic provided when the spark timing, the amount of air supplied to the engine and the predicted load magnitude are inputted to the engine model.

Abstract: In an apparatus and method for estimating a stability factor of combustions in a vehicular internal combustion engine, a engine revolution synchronized filter processing is carried out for a signal derived in synchronization with the engine revolutions and, thereafter, a time synchronized filter processing is carried out to extract the frequency component correlated to the engine combustion stability factor. Noise components synchronized with the engine revolutions, based on a revolution speed sensor working accuracy error, and based on tire (road) wheel revolution (rotation) first-order vibration frequency are eliminated. In addition, a resonance frequency component in a vehicular drive train is extracted as a frequency component correlated to the combustion stability factor.