Abstract: An electric actuator includes a motor, an output shaft, a detent plate, an elastic portion including a contacted portion, a first rotation sensor, a second rotation sensor, and a controller. In a case where an abnormality has occurred in the second rotation sensor, the controller executes causing the motor to rotate to cause the contacted portion to abut a first side wall portion located on one end side in the circumferential direction of a first valley portion in the detent plate, acquiring the first rotation angle when the contacted portion abuts on the first side wall portion, reversely rotating the motor to an angle, and determining that the contacted portion is stationary at the parking position.

Abstract: A control device for a motor unit provided in a vehicle is disclosed. The motor unit includes a motor including multiple coils provided side by side around a motor axis; a transmission mechanism transmitting power of the motor to an axle; a housing housing the motor and the transmission mechanism; an electric oil pump delivering oil stored in the housing; and a coil temperature sensor detecting a temperature of the coil. The control device includes a motor controller driving and controlling the motor; and a pump controller driving and controlling the electric oil pump. The pump controller estimates an oil temperature according to an ambient temperature and the temperature of the coil, and determines a start timing of the electric oil pump based on an estimated oil temperature.

Abstract: An electric actuator includes a motor, an output shaft, a detent plate, an elastic portion including a contacted portion, a first rotation sensor, a second rotation sensor, and a controller. In a case where an abnormality has occurred in the second rotation sensor, the controller executes causing the motor to rotate to cause the contacted portion to abut a first side wall portion located on one end side in the circumferential direction of a first valley portion in the detent plate, acquiring the first rotation angle when the contacted portion abuts on the first side wall portion, reversely rotating the motor to an angle, and determining that the contacted portion is stationary at the parking position.

Abstract: A control device for a motor unit provided in a vehicle is disclosed. The motor unit includes a motor including multiple coils provided side by side around a motor axis; a transmission mechanism transmitting power of the motor to an axle; a housing housing the motor and the transmission mechanism; an electric oil pump delivering oil stored in the housing; and a coil temperature sensor detecting a temperature of the coil. The control device includes a motor controller driving and controlling the motor; and a pump controller driving and controlling the electric oil pump. The pump controller estimates an oil temperature according to an ambient temperature and the temperature of the coil, and determines a start timing of the electric oil pump based on an estimated oil temperature.

Abstract: A current is supplied to a driving relay that drives a bypass relay when restarting an engine after idle reduction, and the current supply to the driving relay is interrupted when the engine is started for the first time based on operation of a driver.

Abstract: An engine starting device is basically provided with a resistor, a bypass circuit and a switch. The resistor is configured to be disposed in series between a starter motor and a battery. The bypass circuit is disposed in parallel with respect to the resistor. The switch is configured to selectively open and close the bypass circuit, the switch opening the bypass circuit in response to commencement of engine startup, and closing the bypass circuit in response to the battery voltage approaches a maximum value during engine startup.

Abstract: A current is supplied to a driving relay that drives a bypass relay when restarting an engine after idle reduction, and the current supply to the driving relay is interrupted when the engine is started for the first time based on operation of a driver.

Abstract: An engine starting device is basically provided with a resistor, a bypass circuit and a switch. The resistor is configured to be disposed in series between a starter motor and a battery. The bypass circuit is disposed in parallel with respect to the resistor. The switch is configured to selectively open and close the bypass circuit, the switch opening the bypass circuit in response to commencement of engine startup, and closing the bypass circuit in response to the battery voltage approaches a maximum value during engine startup.

Abstract: The total length of starter harness 7 for exclusive use for connecting a starter for an engine and plus-side terminal 4a of in-vehicle battery 4 is increased by providing a surplus redundant segment 21 to increase resistance in harness 7 beyond length required for laying the harness in an engine room. Redundant segment 21 is collected in a form of rod by forming a two-fold portion by folding a portion of the single continuous harness 7, and further folding the two-fold portion twice, and fixed through harness holder 23 to bracket 22 of battery tray 25. Without using a resistor receiving limitation of the heat resistance, it is possible to suppress a voltage drop at the time of restart, problematical in a vehicle having an idle-stop function. A required resistance is obtained by increasing the length redundantly, so that a temperature increase of harness 7 is small.

Abstract: The total length of starter harness 7 for exclusive use for connecting a starter for an engine and plus-side terminal 4a of in-vehicle battery 4 is increased by providing a surplus redundant segment 21 to increase resistance in harness 7 beyond length required for laying the harness in an engine room. Redundant segment 21 is collected in a form of rod by forming a two-fold portion by folding a portion of the single continuous harness 7, and further folding the two-fold portion twice, and fixed through harness holder 23 to bracket 22 of battery tray 25. Without using a resistor receiving limitation of the heat resistance, it is possible to suppress a voltage drop at the time of restart, problematical in a vehicle having an idle-stop function. A required resistance is obtained by increasing the length redundantly, so that a temperature increase of harness 7 is small.

Abstract: Fuel vapor from a fuel tank (4) of an engine (1) is adsorbed by a canister (6) via a first passage (9). The canister (6) comprises an air vent (11) which communicates with the atmosphere. The canister (6) communicates with an intake passage (2) of the engine (1) via a second passage (10) provided with a purge valve (13). When the air vent (11) and purge valve (13) are opened, the adsorbed fuel in the canister (6) is purged to the intake passage (2) due to the intake negative pressure of the engine (1). If the negative pressure of the second passage (10) becomes stronger than a reference negative pressure during purging, the purge valve (13) is throttled to prevent an excessive negative pressure from acting on the fuel tank (4).

Abstract: A fuel vapor treatment apparatus for an internal combustion engine is configured to improve the purge control performance of a purge control valve. The fuel vapor treatment apparatus includes a purge control valve, an operating condition detector, a purge gas flow rate setting component and a control unit. The control unit outputs a duty value and a drive frequency to the purge control valve to duty control the opening and closing of the purge control valve when prescribed operating conditions are met. The control unit sets a high drive frequency used for duty control of the purge control valve during a low flow rate control of the purge gas and to a low drive frequency during a high flow rate control of the purge gas.

Abstract: Fuel vapor from a fuel tank (4) of an engine (1) is adsorbed by a canister (6) via a first passage (9). The canister (6) comprises an air vent (11) which communicates with the atmosphere. The canister (6) communicates with an intake passage (2) of the engine (1) via a second passage (10) provided with a purge valve (13). When the air vent (11) and purge valve (13) are opened, the adsorbed fuel in the canister (6) is purged to the intake passage (2) due to the intake negative pressure of the engine (1). If the negative pressure of the second passage (10) becomes stronger than a reference negative pressure during purging, the purge valve (13) is throttled to prevent an excessive negative pressure from acting on the fuel tank (4).

Abstract: A fuel vapor treatment apparatus for an internal combustion engine is configured to improve the purge control performance of a purge control valve. The fuel vapor treatment apparatus includes a purge control valve, an operating condition detector, a purge gas flow rate setting component and a control unit. The control unit outputs a duty value and a drive frequency to the purge control valve to duty control the opening and closing of the purge control valve when prescribed operating conditions are met. The control unit sets a high drive frequency used for duty control of the purge control valve during a low flow rate control of the purge gas and to a low drive frequency during a high flow rate control of the purge gas.

Abstract: An evaporation control apparatus is provided that reliably suppresses the emission of fuel components into the atmosphere. The evaporation control apparatus has a canister 2 and a control valve 20 that are configured as a unit to be disposed within the fuel tank 1 so that the connection path between the canister 2 and the control valve 20 is completely enclosed within the fuel tank 1. Therefore, fuel components are prevented from permeating the hoses and joints connecting the canister 2 and the control valve 20. In the unlikely event that fuel components should permeate the case body 20A of the control valve 20, emission of the fuel components into the atmosphere will be suppressed.

Abstract: With the present invention, the combustion method of an internal combustion engine is switched between homogeneous combustion and stratified combustion according to the operating conditions of the engine, and when purging of the fuel vapor is performed during the homogeneous combustion and purging of the fuel vapor is either reduced or prohibited during the stratified combustion, the combustion method is forcedly switched to the homogeneous combustion by the most suitable cycle during the stratified combustion, so as to perform purging of the fuel vapor. Therefore, the fuel temperature inside the fuel tank is detected, and according to the detected fuel temperature, the forced switching cycle for switching from the stratified combustion to the homogeneous combustion is set variably. Actually, the forced switching cycle is set shorter when the fuel temperature is higher.

Abstract: In an internal combustion engine of gasoline direct injection type, there is arranged a gasoline vapor purging system. The vapor purging system has a vapor purging section which temporarily traps gasoline vapor produced in a fuel supply section of the engine and feeds the gasoline vapor through a vapor purge conduit into an intake section of the engine upon operation of the engine. In the vapor purge conduit, there is installed an electrically actuated valve which controls the flow of the gasoline vapor toward the intake section. The vapor purging system has further a control unit which controls operation of the valve so that a target purging rate of the gasoline vapor toward the intake section is determined based on an amount of gasoline injected to each combustion chamber of the engine through an injector.

Abstract: In a, so-called, lean burn engine having a vaporized fuel processor, a concentration of a vaporized fuel purged into an intake air passage (so-called, a purge concentration) is estimated using a normal type oxygen concentration sensor. Whenever a predetermined interval of time has passed, the engine combustion condition is forcefully and temporarily transferred into a stoichiometric air-fuel mixture ratio combustion condition during which the purge concentration is estimated on the basis of an output signal from the oxygen concentration sensor during an air-fuel mixture ratio feedback control.