Abstract: An output power controlling apparatus and a method for reducing vibration caused by accelerating or shifting gearing in a vehicle includes a vibration component prediction section/step for predicting a vibration component to be generated on the vehicle from the target torque correlation value using a predetermined prediction model, and a feedback correction section/step for feedback correcting the target torque correlation value based on the predicted vibration component to suppress vibration.

Abstract: The invention relates to an output power controlling apparatus and method for an internal combustion engine for reducing a vibration (acceleration shock) upon pedaling of an accelerator pedal or a vibration (shift shock) upon speed changing operation and makes it possible to suppress a vibration upon pedaling of an accelerator pedal or upon speed changing operation with a simple configuration. The output power controlling apparatus for an internal combustion engine controls operation of an output power adjustment member based on a target toque correlation value and comprises a vibration component prediction section for predicting a vibration component to be generated on a vehicle from the target torque correlation value using a predetermined prediction model, and a feedback correction section for feedback correcting the target torque correlation value based on the vibration component predicted by the vibration component prediction section so as to suppress the vibration.

Abstract: This invention relates to an engine fuel injection timing control apparatus for controlling a fuel injection timing by adjusting the position of a timer piston via a solenoid valve. In this apparatus, a frequency signal switching means (44) selectively outputs a first frequency signal (W1) and a second frequency signal (W2) having a frequency lower than the first frequency signal (W1) according to an engine speed (Ne) detected by an engine rotational speed detecting means (49) with reference to preset signal switching engine rotational speeds (N.sub.1, N.sub.2, N.sub.3, N.sub.4, N.sub.5). With a driving frequency based on thus outputted frequency signal, a control means (46) duty-controls a timer controlling solenoid valve (39) according to an engine operation state. Here, the signal switching engine rotational speeds (N.sub.1, N.sub.2, N.sub.3, N.sub.4, N.sub.5) are set to levels which yield first predetermined rotational speed differences (U.sub.1, U.sub.2, U.sub.3, U.sub.4, U.sub.

Abstract: A control apparatus of an internal combustion engine includes an electronic control unit which determines whether a throttle valve opening sensor is normal or faulty in accordance with an output from the sensor. If the throttle valve opening sensor operates normally, a target air-fuel ratio is set in accordance with the output of the sensor. On the other hand, if the throttle valve opening sensor is in trouble, the control unit sets the target air-fuel ratio to a ratio equal to or close to the stoichiometric air-fuel ratio in accordance with the output of an intake air amount sensor, whereby a stable operation of the internal combustion engine is ensured.

Abstract: A control device of a lean-burn engine has an electronic control unit. Upon start of switching from stoichiometric driving to lean driving, the control unit (10) derives, from a map, a target pressure (P0) and a basic opening degree (D0) of an idling speed control valve, serving as an air bypass valve, based on the throttle opening degree (TPS) and the engine rotation speed (Ne) at the start of the switching. The control unit supplies driving pulses (N) of a number corresponding to the basic opening degree (D0) to a stepper motor (32) of the idling speed control valve. Then, the control unit supplies the stepper motor with driving pulses of a number corresponding to an opening degree correction amount (D1) which in turn corresponds to a deviation between the target intake pressure (P0) and an actual intake pressure (PB), to thereby suppress a change in the torque at the time of switching between the rich driving, including the stoichiometric driving, and the lean driving of the lean-burn engine.

Abstract: A control device of a lean-burn engine has an electronic control unit. Upon start of switching from stoichiometric driving to lean driving, the control unit (10) derives, from a map, a target pressure (P0) and a basic opening degree (D0) of an idling speed control valve, serving as an air bypass valve, based on the throttle opening degree (TPS) and the engine rotation speed (Ne) at the start of the switching. The control unit supplies driving pulses (N) of a number corresponding to the basic opening degree (D0) to a stepper motor (32) of the idling speed control valve. Then, the control unit supplies the stepper motor with driving pulses of a number corresponding to an opening degree correction amount (D1) which in turn corresponds to a deviation between the target intake pressure (P0) and an actual intake pressure (PB), to thereby suppress a change in the torque at the time of switching between the rich driving, including the stoichiometric driving, and the lean driving of the lean-burn engine.

Abstract: An excess air rate detecting apparatus and a control apparatus using the same are provided. In accordance with operating conditions of an engine (1) which includes an exhaust gas recirculation system, the detecting apparatus repeatedly detects the excess air rate of an air-fuel mixture supplied to the engine while exhaust gas is being circulated. The intake pressure of the engine is detected, the quantity of recirculation of the exhaust gas is estimated in accordance with at least the detected intake pressure, an equivalent intake air quantity of the engine is estimated by equivalent intake air quantity estimating means, and the excess air rate for the engine is estimated in accordance with the fuel supply quantity and the estimated equivalent intake air quantity.

Abstract: The invention relates to a method for the determination of a rough road in a vehicle with a multi-cylinder internal combustion engine (1) mounted thereon. With a view to economically performing determination of a rough road with high accuracy, a revolution variance (IAC,VAC) is detected with respect to each cylinder in the internal combustion engine (1). Based on detection of revolution variance states, each of which indicates a deterioration in combustion, in plural cylinders, the vehicle with the internal combustion engine (1) mounted thereon is determined or estimated to be running on a rough road.

Abstract: A combustion control system for a lean-burn engine, to be mounted on an automotive vehicle, uses probabilistic and statistical nature of combustion variance upon lean-burn operation to obtain reliable combustion control. The system detects a variance value in angular acceleration of a rotating member driven by the engine, normalizes the variance value in accordance with an operating state of the engine to determine a normalized variance value. The system also compares the normalized variance value with a predetermined threshold value to obtain a deteriorated combustion determining value. The system compares the deteriorated combustion determining value with a predetermined reference value and controls a combustion variance adjustment element so that the deteriorated combustion determining value matches the reference value.

Abstract: An apparatus for controlling an internal combustion engine having an exhaust purifying catalytic device which absorbs nitrogen oxides contained in exhaust when the engine is in a lean-combustion mode and which deoxidizes the absorbed nitrogen oxides when the engine is in a rich-combustion mode. The engine control apparatus includes an electronic control unit for estimating the amount of purifying capability reducing substances other than nitrogen oxides, which decreases the nitrogen oxide adsorbing ability of the catalytic device, absorbed by the catalytic device, on the basis of the accumulated value of vehicle travel distance, fuel consumption of engine, or intake air amount. The control unit changes the operating condition of engine so that the exhaust gas temperature is increased when it is judged that the estimated adsorption amount has reached a predetermined adsorption amount.

Abstract: Described herein is a drive-by-wire vehicle engine output control system. The system permits good-response acceleration by a driver's simple and reasonable operation, i.e., by operating an accelerator pedal and also a prompt response even when a sudden load change occurs. Further, the system permits precise speed control by simple equipment even when the deviation of a vehicle speed from a target vehicle speed is large. Output changes of an engine can be controlled within a permissible output change range by (a) comparing a target autocruise engine output with an acceleration demanding ending output, choosing the larger engine output and then controlling the engine to give the larger engine output, (b) controlling the engine to achieve a target autocruise engine output obtained from a speed correction torque and a running load torque or (c) limiting an engine control quantity on the basis of a permissible output change value.

Abstract: In a control apparatus and control method for an internal combustion engine having an exhaust purifying catalytic device for adsorbing nitrogen oxide contained in exhaust gases from the engine, the adsorption state of nitrogen oxide adsorbed by the catalytic device is estimated by an electronic control unit during the lean-combustion driving of the engine. If the catalytic device is saturated with nitrogen oxide, the ignition timing is delayed and the exhaust gas is recirculated to the intake side of the engine with the lean air-fuel ratio kept unchanged. This starts the nitrogen oxide reduced driving mode for deteriorating the combustion state in the engine. At this time, the engine output will not change by a great amount. Further, a reducing atmosphere is created around the catalytic device by unburnt gases, generated due to the deterioration of the combustion state, to deoxidize the adsorbed nitrogen oxide.

Abstract: An ignition timing control system and method for multicylinder internal combustion engine, utilizing a variable valve operating system such as variable valve timing system and a partial cylinder operating system. An engine control unit calculates a standard ignition timing for each cylinder according to the valve operating condition, rotational speed of the engine and intake air pressure. The control unit also calculates a target ignition timing by compensating the standard ignition timing according to an operating condition of the vehicle and controls an ignition driver to operate an ignitor associated with each cylinder at the target ignition timing.

Abstract: A control device includes a valve system which can selectively operate at least one of an intake and exhaust valves of an automobile engine by means low speed cams 12 or high speed cams 13. It further includes an engine speed detecting device; and operation mode determining device for determining whether the engine is in a low or high speed operation mode based on engine speed data, and for producing a signal indicative of a current operation mode. The control device varies a fuel supply suspending engine speed for each operation mode based on the signal from the operation mode determining device, and issues a fuel-supply suspending command when the current engine speed is above the fuel supply suspending engine speed. An optimum fuel supply suspending engine speed is set for each engine operation mode, so that the valve system can operate reliably even when operation mass applied thereto varies.

Abstract: An idle control system includes an engine speed determining unit, a unit for determining the number of operating cylinders, a valve stopping unit for stopping the operation of inlet and exhaust valves of some of the cylinders, an idle control parameter calculating unit, and an engine speed control unit. The idle control parameter calculating unit calculates at least a target idle speed and a target idle position as idle control parameters according to the data on the number of operating cylinders. The engine speed control unit controls an idle speed control valve so as to remove a deviation of an actual engine speed from the target engine speed, based on a target deviation compensating gain or a corrected target position obtained by a calculated position correcting unit.

Abstract: An engine output control apparatus is used on a vehicle having an engine driven by a drive-by-wire system and includes a device for setting a first target engine control amount in accordance with an amount of operation of a manually operated engine control member; a device for detecting wheel slippage and for setting a second target engine control amount at which wheel slippage is reduced when wheel slippage exceeds a predetermined value; a device for setting a third target engine control amount at which constant-speed running of the vehicle is maintained when a manually operated constant-speed control member is actuated; and a selecting device for selecting one of the first, second, and third target engine control amounts. The selection made by the selecting device is based upon a determination of whether wheel slippage has exceeded a predetermined value and whether the manually operated constant-speed control member has been actuated.

Abstract: A control device for an internal combustion engine (E) and a continuous variable transmission (35) according to the present invention is disposed in a power transmission method (P) between the internal combustion engine (E) mounted on a vehicle and driving wheels (32) and of which transmission ratio can be continuously changed at a predetermined transmission speed Vm so as to maintain the transmission ratio i suitable for engine speed .omega.e and vehicle speed Vc. In addition, the device controls power of the internal combustion engine (E).The control device for an internal combustion engine (E) and a continuous variable transmission (35) sets the transmission speed Vm according to a deviation .DELTA.i between an objective transmission ratio io and an actual transmission ratio in to control the continuous variable transmission (35) at the transmission speed Vm. On the other hand, it controls the power of the internal combustion engine (E) by means of transmission auxiliary torque .DELTA.

Abstract: An air-fuel ratio control apparatus capable of preventing production of a torque shock which is liable to be caused in an engine when the air-fuel ratio is varied for a change between rich combustion and lean combustion. When the engine is in any other operating state than a specific operating state, an electronic control unit of the apparatus subjects a valve, which is disposed in a first bypass line for bypassing a throttle valve to on/off-duty control in accordance with the difference between a target suction air amount necessary for control for a lean air-fuel ration, computed according to a throttle valve opening detected by a throttle sensor, and a suction air amount detected by an airflow sensor, and urges a bypass valve for opening a negative-pressure responsive valve in a second bypass line. As a result, a predetermined amount of air is allowed to be supplied to the engine through the throttle valve and the first and second bypass lines.

Abstract: A control device for an internal combustion engine and a continuously variable transmission of a vehicle according to the present invention comprises the continuously variable transmission disposed between the internal combustion engine and driving wheels and enables controlling the output of the internal combustion engine. In particular, objective driving torque Tet is set according to driving torque Td applied to a vehicle, driving torque correcting amount T.sub.IV which serves as a first running resistance of the vehicle according to vehicle acceleration, transmission torque fluctuation correcting amount Tcv which serves as a second running resistance due to being consumed in the transmission operation mode of the continuously variable transmission, and vehicle body correcting torque Tv, which is necessary for eliminating a deviation .DELTA.v between an objective vehicle speed Vt and an actual vehicle speed Vc, required for eliminating this deviation .DELTA.

Abstract: An air-to-fuel ratio control system optimally controls an air-to-fuel ratio of an internal combustion engine according to various engine operating conditions, and aims at assuring quick air-to-fuel ratio control and preventing erroneous operation of the engine. With this control system, a corrective amount of fuel to be supplied is determined according to a deviation .DELTA.(A/F) of a measured air-to-fuel ratio (A/F).sub.i and a target air-to-fuel ration (A/F).sub.OBJ. This corrective amount of the fuel is kept in an allowable range defined by limits K.sub.LMIN and K.sub.LMAX, or K.sub.RMIN and K.sub.RMAX. Therefore, the engine is supplied with the fuel which is controlled according to a target fuel amount LT.sub.INJ determined by the correct fuel amount. The control system is responsive to various engine operating conditions, and protects the engine against troubles, damage and interruption, and prevents deterioration of exhaust gases.