Abstract: A hydraulic control apparatus for controlling a line pressure utilized in a continuously variable transmission. The apparatus controls the amount of line pressure supplied to be as small as possible without resulting in any slippage between a belt member which spans the pulleys. The apparatus monitors torque on the input shaft and output shaft to determine if any slippage is occurring.

Abstract: A hydraulic control apparatus for controlling a line pressure utilized in a continuously variable transmission. The apparatus controls the amount of line pressure supplied to be as small as possible without resulting in any slippage between a belt member which spans the pulleys. The apparatus monitors torque on the input shaft and output shaft to determine if any slippage is occurring.

Abstract: Method and apparatus for controlling an electromagnetic clutch which is incorporated in a power transmission system of a vehicle to transmit an output of an engine to drive wheels, and which includes a solenoid to be energized for an engaging action of the electromagnetic clutch to transmit a torque of the engine to the drive wheels, the torque to be transmitted by the clutch being varied as a function of an electric current to energize the solenoid.

Abstract: A hydraulic pressure control apparatus for a continuously variable transmission. A hydraulic pressure, which is supplied to a cylinder of an output disc, is controlled to be a minimum value while obtaining a necessary torque to transfer between a belt and discs.

Abstract: A control apparatus for use of a continuously variable transmission. The apparatus controls a rate of changing a RPM ratio in a continuously variable transmission connected to the engine. The transmission has a driving pulley mounted on an input shaft a driven pulley mounted on an output shaft, and an endless belt member spanning the pulleys so that an effective diameter of the pulleys can be varied at different rates with regard to each other so that different speed ratios can be obtained. When a prompt acceleration of a vehicle is required by an operator, a flow control device drains an amount of oil in a hydraulic cylinder of the driving pulley within a first prescribed time period. During a second prescribed time period after the first prescribed time period elapses, a second control device stops the draining of oil in the hydraulic cylinder, thereby maintaining a RPM ratio in a continuously variable transmission to the value at the time when the first prescribed time period elapses.

Abstract: In an internal combustion engine, a standard deviation of combustion variations generated for every firing stroke of at least one cylinder is calculated. The misfire limit of the engine is detected by determining whether or not the calculated standard deviation is greater than a reference value. When the calculated standard deviation is greater than the reference value, the controlled air-fuel ratio is decreased, while when the calculated standard deviation is not greater than the reference value, the controlled air-fuel ratio is increased, thereby attaining a lean burn system without a lean mixture sensor.

Abstract: According to this invention the driver's will to accelerate and decelerate is detected by a pressing amount of an accelerator pedal, or the like. Speed ratio of a continuously variable speed transmission and air-fuel ratio of air mixture in a combustion chamber of an engine are controlled according to that will. As a result, a WOT (Wide Open Throttle) period in which the vehicle travels with the optimum rate of fuel comsumption becomes longer, and an appropriate responsive property in acceleration and the maximum output horse power of an engine is ensured.

Abstract: In a method for measuring variations in the output of an internal combustion engine, at least one of signals respectively representing an engine speed, torque, and internal cylinder pressure of the internal combustion engine during the firing strokes of the engine is obtained. A periodical and pulsating change in the obtained signal is detected. A differential value at a portion of the change of the signal having a maximum gradient is then detected. Another method provides measuring variations in the output of the internal combustion engine by calculating the difference between the maximum and minimum values of the change of the obtained signal. Still another method provides measuring variations in the output of the internal combustion engine by correcting the obtained value in accordance with the engine speed. Still another method provides measuring variations in the output of the internal combustion engine by calculating the difference between consecutive changes.

Abstract: A torque variation in an internal combustion engine due to the combustion variations is detected at each predetermined period. An average torque variation to be compared with the detected torque variation is predetermined experimentally based on the engine speed and the intake manifold pressure and is stored in a memory. The number of the detected torque variations which exceed the average torque variation multiplied by a predetermined constant is counted, and if the ratio of the counted number to the total number of the detected torque variations is larger than a predetermined reference value, then the presence of a torque variation is determined.

Abstract: In an air-fuel ratio control device, a torque detector for detecting torque variations which indicate combustion variations in an engine is mounted at the supporting portions of the internal combustion engine. A detecting signal from the torque detector is introduced into an electronic control unit which controls the amount of injecting fuel, namely the air-fuel ratio. The electronic control unit controls the air-fuel ratio toward the lean side by the signal from the torque detector so that the combustion variations (torque variations) in the engine does not become large.

Abstract: A method for regulating the air-fuel ratio and an ignition fiming in an internal combustion engine, using a device for sensing the engine running state, a device for detecting the variation in engine combustion, a device for correcting the air-fuel ratio supplied in the engine according to the detected combustion variation, and an device for controlling the ignition timing. The ignition timing control device calculates the interpolated basic advance angle value .theta..sub.b, the corrected advance angle value .DELTA..theta., and, hence, the resultant advance angle value .theta. for use in the ignition timing control, so as to attain the air-fuel ratio giving the best rate of fuel consumption.

Abstract: Ignition timing is changed within a predetermined range at a slow frequency and the fluctuations in vibrations of the engine block at that slow frequency are detected. By monitoring the phase of the vibrations with the phase of the slow frequency, whether the timing is on the advanced side or delayed side with respect to the optimum ignition timing can be determined. Ignition timing is controlled based on the result of the determination so that the ignition timing can approach the optimum ignition timing. As a result, shifts from the optimum ignition timing can be reliably corrected, so that the engine always operates at the best condition.

Abstract: An ignition timing control system in a spark ignition type internal combustion engine which has multiple cylinders, wherein ignition pulses generated in accordance with the operating condition of the engine are delayed in response to knockings detected to control the ignition timings to the optimum advance conditions free from knockings, has such characteristic features that respective cylinders of the engine are controlled in ignition timing independently of one another, a detected knocking signal is divided for the respective cylinders and only the ignition pulses corresponding to the cylinders of knocking is delayed so that the optimum advance conditions for the respective cylinders can be obtained.

Abstract: The ignition timing of an engine is changed by a predetermined value to cause fluctuations in torque to an output shaft of the engine. Vibrations caused by the fluctuations in torque to an engine block are detected and the ignition timing is controlled so that the vibrations can be reduced to the minimum. Thus, the ignition timing of the engine can be controlled to the optimum condition so that the engine can be operated at the highest condition at all times.

Abstract: A system for controlling ignition timing in an engine wherein a knocking signal is generated by a sensor in response to knocking. The operation of the sensor is monitored, and when a fault in its operation is detected, a dummy signal, instead of the knocking signal, is used to control engine timing. The dummy signal causes the engine timing to be retarded to a value at which knocking is unlikely to occur.

Abstract: A system for controlling ignition timing in an engine wherein a knocking signal is generated by a sensor in response to knocking. The operation of the sensor is monitored, and when a fault in its operation is detected, a dummy signal, instead of the knocking signal is used to control engine timing. The dummy signal causes the engine timing to be retarded to a value at which knocking is unlikely to occur.

Abstract: A system for controlling ignition timings in an engine wherein ignition signals in the specific cylinders are previously advanced by a predetermined value over ignition signals in other cylinders, the knockings in the specific cylinders are detected, and ignition timings in all the cylinders are delayed in accordance with said knockings, whereby strong knockings which would otherwise be caused to all the cylinders are prevented in advance, the ignition timing control of knockings in the engine can be effected irrespective of the accuracies of a knocking sensor.

Abstract: A device for controlling the vacuum advancing of ignition timing including a vacuum advancer, a diaphragm valve, a first vacuum port opened to an intake passage which is positioned so as to be immediately upstream of a throttle valve when it is fully closed and downstream of the throttle valve when it is slightly opened. A second vacuum port is located absolutely downstream of the throttle valve, wherein the diaphragm valve produces a fraction of the intake manifold vacuum when the throttle valve is fully closed while it communicates therethrough the intake manifold vacuum supplied from the second vacuum port when the throttle valve is opened so as to position the first vacuum port at the downstream thereof.

Abstract: A spark timing control device for use in an internal combustion engine, which includes a pressure control valve wherein when an input vacuum is not higher than a given vacuum level, an output vaccum remains at a zero level, and when the input vacuum is not lower than the given level, the output vacuum will be a product of a proportional constant and the difference between the input vacuum and the aforesaid given vacuum level; a pressure source; and a vacuum advance control mechanism. The pressure source is connected to the input side of the pressure control valve, while the output side of the pressure control valve is connected to the vacuum advance control mechanism.Various modifications of the pressure control valve employable in the spark timing control device are also presented.