Abstract: An evaporative fuel control device for an engine used in an automobile is provided. The device comprises a charcoal canister for temporary adsorbing fuel vapor produced in a fuel tank, an air introducing means for introducing air into the canister, a purge control means for controlling the amount of purge gas, purged from the canister into a intake passage of the engine and containing air and fuel vapor desorbed from the canister therein, a purge gas amount detecting means for detecting the amount of the purge gas, an air amount detecting means for detecting the amount of air introduced into the charcoal canister and a desorbed fuel amount calculating means for calculating the amount of fuel desorbed from the canister on the basis of the amount of purge gas detected by the purge gas amount detecting means and the amount of air introduced into the charcoal canister detected by the air amount detecting means.

Abstract: A fuel supply control system for an engine comprises a canister for temporarily storing fuel vapor, a purge passage extending between the canister and a intake passage downstream of a throttle valve, and a purge control valve arrange in the purge passage for controlling the amount of a purge gas, that is, air containing fuel vapor, flowing through the purge passage. The purge control valve is controlled by a duty ratio, which is defined as a ratio of a period during which the purge control valve is opened to a duty cycle time. Namely, the purge control valve is driven to make an opening ratio of the purge control valve equal to the duty ratio. The duty cycle for each cycle is calculated before the corresponding cycle starts, in accordance with an engine operating condition at that time. During each cycle, a corrected duty cycle is calculated in accordance with the engine operating condition at that time.

Abstract: A vehicle drive force control apparatus including a relationship setting device for setting a standard relationship between a load acting on the engine and a running speed of the vehicle when the vehicle is running in a stable mode at a relatively constant speed on a generally flat road surface, a vehicle-load determining device for determining, from time to time, a running load acting on the vehicle as represented by the load acting on the engine and the running speed of the vehicle, on the basis of the standard relationship set by the relationship setting device, and a drive force control device for controlling the drive force on the basis of the running load acting on the vehicle determined by the vehicle-load determining device.

Abstract: An apparatus automatically shifts a vehicle transmission, according to a shift pattern and on the basis of a detected parameter of the pattern. The shift pattern or the detected parameter is compensated by a compensating coefficient determined from an actual intake air quantity of the engine, and a required intake air quantity calculated from the throttle opening and the engine speed. The apparatus includes an arrangement for adjusting the compensating coefficient so as to prevent busy shifting actions of the transmission upon changing of the throttle opening, or an arrangement for determining the compensating coefficient so as to reflect the driver's desire for accelerating the vehicle, preferably depending upon the vehicle running condition.

Abstract: A hydraulic control apparatus for an automatic transmission of a motor vehicle, which has a plurality of gear positions that are selectively established by selective operation of hydraulically operated frictional coupling devices. The apparatus includes a pressure regulating device which receives a hydraulic pressure generated by a pressure source and generates a line pressure to be applied to the coupling devices. The pressure regulating device regulates the line pressure on the basis of the detected throttle opening angle of the engine when the vehicle is running in a transient state, and on the basis of the detected intake air quantity of the engine when the vehicle is running in a steady state.

Abstract: A shift control apparatus for an automatic transmission of a motor vehicle, including a sensor for detecting a throttle valve opening which regulates an intake air quantity supplied to the vehicle engine, an engine speed sensor for detecting the engine speed, a vehicle speed sensor for detecting the vehicle running speed, a calculating device for calculating the intake air quantity for a steady running of the vehicle, based on the detected throttle valve opening and engine speed, a processing device for processing the calculated intake air quantity to compensate the calculated intake air quantity for a first-order time lag and obtain an estimated intake air quantity, and an automatic shift control device for automatically selecting an optimum operating position of the automatic transmission, based on the estimated intake air quantity and the detected vehicle running speed, according to a predetermined shift control pattern.

Abstract: A shift control apparatus for a vehicle automatic transmission, including: a device for determining whether an intake air quantity (Q/N) per revolution of a vehicle engine exceeds a predetermined threshold; a memory for storing a first and a second shift control data map for shifting a vehicle transmission, the first shift control data map representing first shift boundary lines each representing a relationship between the vehicle speed (SPD) and the intake air quantity, while the second shift control data representing second shift boundary lines each representing a relationship between the vehicle speed and a shift control parameter (TA, PA) which reflects an operation amount of an accelerator pedal; a map switching device for selecting one of the first and second shift control data maps, the map switching device replacing the first shift control data map by the second shift control data map when the intake air quantity exceeds the predetermined threshold; and a device for shifting the transmission, accordin

Abstract: An apparatus for controlling a torque generated by an internal combustion engine includes a measurement unit for measuring a torque variation amount of the internal combustion engine, and a detection unit for detecting a stable state where the torque variation amount is continuously maintained in an allowable torque variation range during a predetermined period. A control part controls a predetermined engine control parameter of the internal combustion engine so that the torque variation amount is maintained in the allowable torque variation range when the detection unit does not detect the stable state, and controls the predetermined engine control parameter so that the torque variation amount increases when the detection unit detects the stable state.

Abstract: An apparatus for controlling a torque generated by an internal combustion engine includes a measurement unit for periodically measuring a torque variation amount of the internal combustion engine, a detection unit for detecting an engine operating condition and a predetermined change therein, and a storage unit for storing target torque variation amounts respectively related to predetermined engine operating conditions. A control unit controls a predetermined engine control parameter of the internal combustion engine so that the torque variation amount is approximately equal to one of the target torque variation amounts related to one of the predetermined engine operating conditions which corresponds to the engine operating condition detected by the detection unit.

Abstract: An internal combustion engine having two intake valves arranged in respective intake passages for each cylinder, wherein, a first intake passage is arranged to cause a swirl of intake air in the combustion chamber and a fuel injector is arranged in this intake passage, and a flow control valve is arranged in the second intake passage to close same when the engine load is low. An EGR passage is provided with an outlet in the second intake passage at a position between the second intake valve and the flow control valve, and the EGR gas is thus delivered to a volume enclosed in the second intake passage between the second intake valve and the flow control valve and remains there while these valves are closed. Then, when the second intake valve is open, the EGR gas slowly flows into the combustion chamber and floats toward and is collected at the upper region in the combustion chamber, while fuel flows smoothly into the combustion chamber, together with intake air, through the first intake passage.

Abstract: An internal combustion engine comprising three intake valves. The first intake valve and the second intake valve open at a crank angle near to the top dead center of the intake stroke. The third intake valve opens approximately at the center of the intake stroke. An air control valve is arranged in the second intake passage connected to the combustion chamber via the second intake valve. The air control valve is closed when the engine is operating under a partial load. A fuel injector is arranged in the third intake passage connected to the combustion chamber via the third intake valve. The injecting operation of the fuel injector is stopped during the intake stroke.

Abstract: An engine with three intake ports and three intake valves for each cylinder. The first intake port is a helical port. The remaining two intake ports have intake control valves, which open when the engine speed and the engine load are large and close when the engine speed and the engine are small. Air thus is introduced alternatively from the first port only or from all the ports. Fuel is injected in the third port between the corresponding intake valve and intake control valve.

Abstract: An air introduction system of a fuel injection type engine, including a main passage and a fuel injector for injecting fuel into the main passage. Assist air is introduced to the surrounding of a top nozzle portion of the fuel injector so that the assist air acts on the fuel injected from the injector. A subpassage is connected to the main passage so as to supply the assist air. A main valve is disposed in the main passage and a subvalve is disposed in the subpassage. The main and subpassages are formed in a single throttle body.