Abstract: A regenerative braking system in a motor vehicle determines a state of deceleration on the basis of the number of revolutions of a motor and an accelerator signal and performs a regenerative braking according to the state of deceleration. The regenerative braking system includes a revolution sensor for detecting the number of revolutions of a rotor of a vehicle driving motor and an accelerator opening sensor in a RAM stores discrimination data for discriminating between a regenerative braking mode and a drive mode on the basis of the number of revolutions of the rotor and the accelerator opening and also stores on-off duty ratio data of FETs in the regenerative braking mode and that in the drive mode.

Abstract: A vehicle power transmission apparatus is provided for maintaining a constant power output when driving a vehicle regardless of the change in the frictional force of the belt in a belt type stepless speed change device. A belt type stepless speed change device is used with a vehicle driving, prime motor on board a vehicle. The apparatus provides a flat characteristic segment covering at least a part of the power output characteristic relative to the revolutions of the vehicle driving prime motor. The apparatus allows the vehicle to be driven by a constant power output within the segment of the flat power output characteristic regardless of changes in the frictional force of the belt in the belt type stepless speed change device.

Abstract: A regenerative braking system in a motor vehicle determines a state of deceleration on the basis of the number of revolutions of a motor and an accelerator signal and performs a regenerative braking according to the state of deceleration. The regenerative braking system includes a revolution sensor for detecting;the number of revolutions of a rotor of a vehicle driving motor and an accelerator opening sensor in a RAM stores discrimination data for discriminating between a regenerative braking mode and a drive mode on the basis of the number of revolutions of the rotor and the accelerator opening and also stores on-off duty ratio data of FETs in the regenerative braking mode and that in the drive mode.

Abstract: A regenerative braking control system consumes energy generated in a period corresponding to an angle .theta..sub.1 which starts in a half of a period of an AC voltage produced in a drive motor during the braking of the drive motor. The regenerative braking control system also consumes energy generated in a period corresponding to an angle .theta..sub.2 that ends at the end of a half of a period of the AC voltage. The regenerative rate of braking control system utilizes a current induced in the driving coils of the drive motor at the end of the period corresponding to the angle .theta..sub.1 to recharge a battery. By utilizing two periods to carry out the regenerative braking process, the recharging energy and the braking force can be controlled individually. Moreover, a controller monitors the electric control system to determine whether a malfunction is present. If a malfunction is detected, an electrical brake electrically brakes the drive motor.

Abstract: A fuel injection quantity control device for use with a two cycle engine being rotatably driven by receiving a fuel-air mixture injected into the engine based on fuel injection quantity instruction signals and the air supplied through an intake passage and ignition of the fuel-air mixture in a combustion chamber includes a rotational speed Ne detection device for detecting the rotational speed Ne of the two cycle engine and for generating a rotational speed Ne signal. An opening .THETA. detection device is provided for detecting the opening .THETA. of a throttle provided in an intake passage for regulating the supply of air and for generating an opening .THETA. signal. A basic injection quantity setting device is provided for setting a basis injection quantity of the fuel based on the rotational speed, Ne signal and the opening .THETA. signal.

Abstract: A fuel supply controller for an internal combustion engine includes an acceleration mode detector, an incremental fuel supply rate calculator, and a fuel supplier. The controller sets a smaller incremental fuel supply rate with increasing engine speed to prevent excessive fuel supply to the engine during acceleration. A fuel supply corrector, a correction inhibitor, and a correction inhibitor canceller are provided for improved acceleration performance regardless of the mode of acceleration. An acceleration mode discriminator and an incremental fuel rate supplier provide proper fuel control even with increasing acceleration. The controller can use first and second control maps for controlling fuel supply. A map discriminator provides for a smooth changeover between maps.

Abstract: An intake system for an internal combustion engine includes a variable length intake tract having a moveable intake pipe which selectively abuts a fixed intake pipe. During high speed operation, the moveable intake pipe is separated from the fixed intake pipe to provide a relatively short intake pipe length while in low speed operation, the moveable intake pipe abuts the fixed intake pipe so that a longer intake tract is formed. The influence of positive pressure waves on the air/fuel ratio during low speed operation is reduced by air flow resistance control means which increases the resistance of the intake system during low speed operation. This may be accomplished by use of an induction housing having a high speed chamber receiving the outlet of the fixed intake pipe and a low speed chamber receiving the outlet of the intake system when in the low speed intake mode, the low speed chamber having an intake opening having a higher air flow resistance than that of the opening of the high speed chamber.

Abstract: The present invention relates to an intake device for an internal combustion engine mounted on motorcycles or other various vehicles. The intake device comprises an air flow resistance adjusting mechanism for adjusting the air flow resistance in an intake passage in linkage with a variable intake pipe length mechanism to provide an excellent optimum air/fuel ratio over the entire speed range of the internal combustion engine. The variable intake pipe length mehcanism comprises a stationary intake pipe connected to a carburetor, a guide pipe separated from the stationary intake pipe, and a movable intake pipe slidably mounted on the guide pipe so tat the movable intake pipe is capable of coming in contact with or being spaced from the stationary intake pipe in response to the engine revolving speed. The movable intake pipe is connected to the stationary intake pipe below the predetermined engine speed and separated from it above the predetermined engine speed.