Abstract: A shift control device for a motorcycle includes a transmission that allows switching between a neutral state and a number of engaged shift positions, a shift control section that controls a shift state of the transmission, and an N/D changeover switch that switches between the neutral state and a drive mode for executing automatic shift among the plural shift positions. The shift control device also includes a hand-operated shift switch that allows manual shifting among the plural shift positions, and a foot operated shift control unit that allows manual shifting among the plural shift positions during the drive mode according to an operation of a shift pedal. The N/D changeover switch and the hand-operated shift switch are arranged around a handlebar of the motorcycle. The shift control section is operable to switch between the neutral state and the drive mode by the foot operated shift control unit.

Abstract: The shift position display device includes a control section configured to automatically shift a shift position by operating actuators based on a shift change command. A gear position display section is configured to display a condition of an automatic transmission based on the display command of the control section. A failure detection unit is configured to detect a failure of the automatic transmission. The control section is configured to switch display of the gear position display section from a lighting display of a numerical figure to a display for failure occurrence notification. The control section is also configured to determine whether the failure is a failure in which traveling is possible or a failure in which traveling is possible when a predetermined limitation is met. The control section is also configured to switch from the display for failure occurrence notification to a shift position.

Abstract: An engine control unit includes an anomaly judging section for judging whether or not there is any anomaly in throttle sensors based on the output of the throttle sensors, a throttle motor driving section for controlling the driving of a throttle motor, and a fuel injection control section for controlling the amount of fuel injection at the time of starting an engine by using the fuel injection map for starting. The throttle motor driving section stops the driving of the throttle motor if the throttle sensors are judged to be anomalous, and the fuel injection control section switches the fuel injection map for starting in a normal state into the fuel injection map for starting in an anomalous state at the time of restarting the engine after stopping the engine in a state wherein the throttle sensors are judged to be anomalous.

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: An engine control system, for controlling an engine of a jet-propulsion boat, includes a cavitation-control-mode determination unit, which starts a cavitation-control mode when an engine speed not faster than 3200 rpm is maintained for a predetermined time period. During a normal sailing operation, ignition timing is set by a first ignition-timing setting unit. Upon detection of a cavitation-control-mode by the cavitation-control-mode determination unit, an engine speed is raised up to a speed not slower than 3200 rpm, which makes an ignition-timing switching unit to select a second ignition-timing setting unit. The second ignition-timing setting unit retards the ignition timing for the normal sailing operation when the engine speed becomes 6500 rpm or faster. In addition to retardation of the ignition timing, a boost pressure control command upper-limit value is switched to a value at a startup operation, which is less than a value at the normal sailing operation.

Abstract: 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 ECU 20 on 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.

Abstract: An engine control unit includes an anomaly judging section for judging whether or not there is any anomaly in throttle sensors based on the output of the throttle sensors, a throttle motor driving section for controlling the driving of a throttle motor, and a fuel injection control section for controlling the amount of fuel injection at the time of starting an engine by using the fuel injection map for starting. The throttle motor driving section stops the driving of the throttle motor if the throttle sensors are judged to be anomalous, and the fuel injection control section switches the fuel injection map for starting in a normal state into the fuel injection map for starting in an anomalous state at the time of restarting the engine after stopping the engine in a state wherein the throttle sensors are judged to be anomalous.

Abstract: The shift position display device includes a control section configured to automatically shift a shift position by operating actuators based on a shift change command. A gear position display section is configured to display a condition of an automatic transmission based on the display command of the control section. A failure detection unit is configured to detect a failure of the automatic transmission. A control section is configured to switch display of the gear position display section from a lighting display of a numerical figure showing the shift position selected at present to a display for failure occurrence notification if the failure of the automatic transmission is detected while power supply of a vehicle is turned on.

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 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 ? 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 ? is near zero, and to realize a high response performance as to the control of the actual opening DTH of the throttle valve.

Abstract: 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 ?DTHR of a target opening DTRH of the throttle valve 16 when the speed variation ?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 ?DTHR when the speed variation ?DTHR is negative. A throttle valve on a vehicle is an example of the controlled system.

Abstract: An engine control system, for controlling an engine of a jet-propulsion boat, includes a cavitation-control-mode determination unit, which starts a cavitation-control mode when an engine speed not faster than 3200 rpm is maintained for a predetermined time period. During a normal sailing operation, ignition timing is set by a first ignition-timing setting unit. Upon detection of a cavitation-control-mode by the cavitation-control-mode determination unit, an engine speed is raised up to a speed not slower than 3200 rpm, which makes an ignition-timing switching unit to select a second ignition-timing setting unit. The second ignition-timing setting unit retards the ignition timing for the normal sailing operation when the engine speed becomes 6500 rpm or faster. In addition to retardation of the ignition timing, a boost pressure control command upper-limit value is switched to a value at a startup operation, which is less than a value at the normal sailing operation.

Abstract: 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 ECU 20 on a vehicle calculates an output of a motor necessary for a starting operation of the motor, and outputs a control signal Se obtained through compensation of a deficiency.

Abstract: 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 ? 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 ? is near zero, and to realize a high response performance as to the control of the actual opening DTH of the throttle valve.

Abstract: 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 ?DTHR of a target opening DTRH of the throttle valve 16 when the speed variation ?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 ?DTHR when the speed variation ?DTHR is negative. A throttle valve on a vehicle is an example of the controlled system.

Abstract: A system for performing stroke determination and cylinder determination by using intake pressure as a parameter, in order to provide a stroke determination system for a four stroke cycle engine by which accurate determination can be achieved.

Abstract: A system for performing stroke determination and cylinder determination by using intake pressure as a parameter, in order to provide a stroke determination system for a four stroke cycle engine by which accurate determination can be achieved.

Abstract: An idle speed control device for smoothly executing a transition from an idle state where engine speed is feedback controlled to a non-idling state where open-loop control is employed. The device includes an idling state determination section for determining whether the engine is in an idling state or a non-idling state, a feedback control section for controlling an idling control valve so that the engine rotation speed matches a target value in the idling state, a valve opening amount maintaining section for, when shifting from the idling state to a non-idling state, maintaining the idling control valve at the opening amount at the time of feedback control until the throttle opening amount reaches a reference opening amount, and an open loop control section for controlling the idling control valve to the target valve opening amount open if the throttle opening amount reaches the reference opening amount in the non-idling state.

Abstract: An idle speed control device for smoothly executing a transition from an idle state where engine speed is feedback controlled to a non-idling state where open-loop control is employed. The device includes an idling state determination section for determining whether the engine is in an idling state or a non-idling state, a feedback control section for controlling an idling control valve so that the engine rotation speed matches a target value in the idling state, a valve opening amount maintaining section for, when shifting from the idling state to a non-idling state, maintaining the idling control valve at the opening amount at the time of feedback control until the throttle opening amount reaches a reference opening amount, and an open loop control section for controlling the idling control valve to the target valve opening amount open if the throttle opening amount reaches the reference opening amount in the non-idling state.