Abstract: An engine control system according to the present disclosure includes an oil temperature sensor and a waste gate valve control unit. The oil temperature sensor detects a temperature of an engine oil. The waste gate valve control unit controls opening and closing of a waste gate valve based on the temperature of the engine oil detected by the oil temperature sensor. More specifically, when the temperature of the engine oil detected by the oil temperature sensor is equal to or less than a predetermined threshold, the waste gate valve control unit controls the waste gate valve so that it opens.

Abstract: An air-bypass valve control device is disposed in an engine. The engine includes an intake passage, a compressor, a throttle valve, an air-bypass passage and the air-bypass valve. The air-bypass valve control device includes an intake air amount detector, a controller. The intake air amount detector detects an intake air amount of the engine. The controller configured to temporarily bring the air-bypass valve into an opened state in the case where the intake air amount of the engine immediately before a decrease in an opening degree of the throttle valve is equal to or larger than a predetermined value when the opening degree of the throttle valve decreases at a predetermined speed or higher.

Abstract: A target air amount for achieving a requested torque is back-calculated from the requested torque using a virtual air-fuel ratio. The virtual air-fuel ratio is changed from a first air-fuel ratio to a second air-fuel ratio in response to a condition for switching an operation mode being satisfied. After the virtual air-fuel ratio is changed, the target air-fuel ratio is maintained at the first air-fuel ratio until the ignition timing reaches a retardation limit. Subsequently, in response to the ignition timing reaching the retardation limit, the target air-fuel ratio is switched from the first air-fuel ratio to a third air-fuel ratio. After switching of the target air-fuel ratio, in response to a difference between the target air amount and an estimated air amount becoming equal to or less than a threshold value, the target air-fuel ratio is switched from the third air-fuel ratio to the second air-fuel ratio.

Abstract: A discharge control unit causes a high voltage to be generated in a secondary coil by controlling an igniter unit so as to block a flow of current from a primary coil towards a ground side, and controls a spark plug so that electric discharge is formed between electrodes of the spark plug. An energy input control unit controls an energy input unit to input electrical energy to an ignition coil after start of control of the spark plug by the discharge control unit. A normal ignition control unit controls ignition of an air-fuel mixture in a combustion chamber only through control of the spark plug by the discharge control unit. A specific ignition control unit controls the ignition of the air-fuel mixture in the combustion chamber through control of the spark plug by the discharge control unit and through control of the energy input unit by the energy input control unit.

Abstract: A target air amount for achieving a requested torque is back-calculated from the requested torque using a parameter that provides a conversion efficiency of an air amount to torque. The value of the parameter gradually changes to lower the conversion efficiency as the requested torque decreases from a second reference value towards a first reference value. The first reference value is calculated based on the engine speed. The second reference value is calculated based on an air amount with which the first reference value is achieved under a second air-fuel ratio, and a first air-fuel ratio. The target air-fuel ratio is set to the first air-fuel ratio when the requested torque is greater than the first reference value, and is switched from the first air-fuel ratio to the second air-fuel ratio when the requested torque decreases to a value equal to or less than the first reference value.

Abstract: A valve device for an intake system of an internal combustion engine may include a housing and a flap arrangement. The housing may have one inlet duct per cylinder of the internal combustion engine. The flap arrangement may have a flap for each inlet duct for varying the cross-section of the respective inlet duct through which a flow can pass. The respective flap may be a trough-shaped flap having a curved stirrup region. The respective flap may be arranged between the stirrup ends eccentrically with respect to a flap pivot axis. The flap arrangement may have a common actuating shaft for the common pivoting of the flaps about the flap pivot axis. The actuating shaft may be coupled with an adjusting drive via a lever element having a metallic insert and a plastic body injected onto the insert.

Abstract: The disclosure relates to a method for operating a spark ignition gas engine, with fuel gas in the form of biogas by setting an ignition time (ZZP) of the spark ignition gas engine. The method comprises to following steps: mixing of air and fuel gas to form a combustible gas mixture in a mixing arrangement, feeding in and igniting the combustible gas mixture in the combustion chamber while setting an ignition time (ZZP) and burning the combustible gas mixture while discharging exhaust gas from the combustion chamber. The method further comprises the steps of: detection of an exhaust gas temperature (T_AG) of the exhaust gas, predefining at least one reactor position (LRV) of a component of the mixing arrangement, setting the ignition time (ZZP) of the spark ignition gas engine as a function of the exhaust gas temperature (T_AG) and the reactor position (LRV). The reactor position (LRV) is predefined as a manipulated variable by a mixture controller.

Abstract: An ignition control device for an engine provided with ignition plugs for each cylinder. The ignition control device includes a sensor that detects a signal that determines whether the engine is in an idling state or not, and an ignition control unit that determines whether the engine is in the idling state on the basis of a signal from the sensor and controls the ignition plugs to be simultaneously ignited if the engine is in the idling state, and controls part of the ignition plugs to be ignited if the engine is in a state other than the idling state.

Abstract: A control device for stopping an engine, configured in such a manner that, when, after the ignition of the engine is turned off, the throttle valve is opened to introduce air in order to avoid that a piston stops near the top dead center, the control device stops the engine without causing a misalignment of the stop position of the piston and without degrading emission quality.

Abstract: In one embodiment a method of controlling an engine system includes providing a first cylinder with a first inlet valve, a first outlet valve, and a first throttle, controlling the first inlet and the first outlet valve in accordance with an SI valve lift profile, activating a first spark in the first cylinder while controlling the first inlet and the first outlet valve in accordance with the SI valve lift profile, controlling the first inlet and the first outlet valve in accordance with an HCCI valve lift profile, activating a second spark in the first cylinder while controlling the first inlet and the first outlet valve in accordance with the HCCI valve lift profile, and controlling the SOI timing of the first throttle in an HCCI SOI mode while controlling the first inlet valve and the first outlet valve in the HCCI valve lift profile after activating the second spark.

Abstract: An engine is configured such that, during the starting of the engine, when it is being detected that throttle opening has been set at a starting position, if it is detected that the engine speed has exceeded a predetermined speed slightly lower than a speed when a centrifugal clutch becomes an engaged state, a control unit retards the ignition timing from a general angle to a first angle BTDC, and then advances the ignition timing to a second angle at predetermined intervals, and holds the ignition timing at the second angle for a predetermined time period, thereby preventing the engine from stopping due to fouling on the spark plug while suppressing the engine speed at the speed when the centrifugal clutch becomes the engaged state, or less.

Abstract: The disclosure provides a method of detecting and inhibiting an abnormal combustion event in an internal combustion engine, comprising operating the internal combustion engine to produce exhaust gas from the cylinder at a break mean effective pressure greater than or equal to 10 bars at a speed less than or equal to 2,000 revolutions per minute; monitoring the exhaust gas from the cylinder with an oxygen sensor while the internal combustion engine undergoes a pre-ignition combustion event; obtaining an output from the oxygen sensor, the output from the oxygen sensor providing an indicator of the pre-ignition combustion event; and adjusting at least one operating parameter of the internal combustion engine in response to the output of the oxygen sensor, wherein the at least one operating parameter is adjusted to inhibit an occurrence of a subsequent pre-ignition combustion event.

Abstract: Methods and systems are provided for purging condensate from a charge air cooler to an engine intake while reducing misfire events related to the water ingestion. During the purging, a spark timing is adjusted based on the amount of condensate purged per cycle. The spark timing is adjusted differently when the condensate is purged during a tip-in versus a pro-active clean-out routine.

Abstract: A hybrid powertrain and a method of controlling a throttle in an engine of the hybrid powertrain are provided. A throttle system has a throttle at an optimal position for the engine to power a first motor/generator when an electric throttle motor is de-energized to minimize current consumption by the throttle motor. The electric throttle motor is energizable to adjust the position of the throttle. A biasing member biases the throttle to a default position when the electric throttle motor is not energized. The hybrid powertrain has a first motor/generator operatively connected to the engine, and a second motor/generator operatively connected to the generator and operable for providing output power. The engine is operable in a predetermined optimal state to provide power to the generator for powering the first motor/generator. The throttle is at a predetermined position when the engine is in the predetermined optimal state.

Abstract: This invention is intended to ensure that a control device for a vehicle drive unit is capable of realizing desired torque by making the main-actuator and sub-actuator collaborate adequately while holding the interposition of the sub-actuator as low as possible. For this end, a future target of torque that is going to be output from the engine and a realization timing of the future target are taken as reservation information for reserving engine torque regulation. Next, the required period, which is required to realize the future target when a main-actuator (a throttle) is operated to regulate the torque, is computed from a current engine operating condition. Then, the operation of the main-actuator is started at the timing preceding the realization timing by the required period for realizing the future target.

Abstract: A control method for an internal combustion engine including an exhaust gases post-processing system and a system for recirculating the exhaust gases towards the intake, wherein the engine can be switched from a regeneration operation mode with throttling to a nominal mode without throttling. At the end of the engine operation in the regeneration mode, the engine is temporarily operated in an intermediate mode with partial throttling for limiting the contrast of the intake noise.

Abstract: A control system for an engine includes a manifold absolute pressure (MAP) module that compares MAP of an engine to a predetermined MAP and an air/spark module that decreases flow of air and that advances ignition spark when the MAP module indicates that the MAP is greater than a predetermined MAP.

Abstract: When a catalyst warm-up request for promoting warm-up of a catalyst is issued and no negative-pressure increase request for increasing a negative pressure downstream of a throttle valve is issued, a control system of an internal combustion engine controls the ignition timing to the timing (ϑ0+Δ ϑ1) obtained by correcting the normal ignition timing (ϑ0) to be retarded by a correction amount &Delta,?ϑ1, and controls the degree of opening of the throttle valve to a throttle opening (TAO+ΔTA1) that is larger than the normal throttle opening TAO by a correction amount ΔTA1. When the negative intake pressure must be increased for brake boosting when ignition is on the retard side, the throttle spending is reduced and the ignition is advanced gradually after some delay to avoid torque shock.

Abstract: A two-wheeled motor vehicle (10) provided with a throttle grip (25) rotated by the driver to change the degree of opening of a throttle valve (31), and also with an exhaust valve (34) which, when a throttle ratio which is a ratio of the angle of operation of the throttle grip to the maximum rotation angle of the throttle grip is between zero and a predetermined value, reduces noise emitted from an engine.

Abstract: An engine control device includes an engine revolution speed information acquisition device for acquiring the revolution speed of an engine, an accelerator opening sensor for detecting the opening of an accelerator operated by a rider of a vehicle mounted with the engine, a throttle opening control unit configured to control an opening of a throttle of the engine on the basis of the opening of the accelerator and other information, and an ignition control unit configured to limit ignition at a crank position before a compression top dead center on the basis of the opening of the accelerator and the revolution speed of the engine.

Abstract: When cranking starts by turning on a starter switch 14, the ignition timing is first corrected to a fixed value on a retard side. When an IACV 6 reaches a fully opened position, the ignition timing is corrected to the retard side once, and thereafter corrected to an advance side. The correction to the advance side is performed in accordance with a difference between the number of idling target steps and the current number of steps, and the amount of advance correction is reduced as the difference is reduced. Upon completion of the initialization of the IACV 6, the ignition timing correction amount is then restored to the initial value by increasing the amount of advance by a predetermined amount in a stepwise manner.

Abstract: A controller includes a first intermediate mode which, when the operation mode of an internal combustion engine is shifted from a compression ignition operation mode to a spark ignition operation mode, is interposed between both the operation modes, and a second intermediate mode which, when the operation mode of the internal combustion engine is shifted from the spark ignition operation mode to the compression ignition operation mode, is interposed between both the operation modes. An air supply amount and a fuel supply amount to a combustion chamber is controlled so that the air-fuel ratio of an air-fuel mixture becomes rich gradually in the first intermediate mode, and the air supply amount and the fuel supply amount to the combustion chamber is controlled so that the air-fuel ratio of the air-fuel mixture becomes lean gradually in the second intermediate mode.

Abstract: A low-cost, easily retrofit Propulsion Controlled Aircraft (PCA) system for use on a wide range of commercial and military aircraft consists of an propulsion controlled aircraft computer that reads in aircraft data including aircraft state, pilot commands and other related data, calculates aircraft throttle position for a given maneuver commanded by the pilot, and then displays both current and calculated throttle position on a cockpit display to show the pilot where to move throttles to achieve the commanded maneuver, or is automatically sent digitally to command the engines directly.

Abstract: The present invention judges whether the amount of change in the accelerator opening is larger than a reference change amount. If the amount of change in the accelerator opening is found to be larger than the reference change amount, the present invention performs setup so that a throttle valve 32 has a large throttle opening, which is larger than a target opening that is set in accordance with an intake air amount necessary for generating a target torque. Further, the present invention performs ignition timing setup so as to generate the target torque at the large throttle opening.

Abstract: A control system for an internal combustion engine, which is capable of enhancing the accuracy of fuel control and ignition timing control even when there is a possibility that the reliability of a calculated intake air amount lowers, and enables reduction of manufacturing costs. An ECU of the control system calculates a first estimated intake air amount according to a valve lift, a cam phase, and a compression ratio, calculates a second estimated intake air amount according to the flow rate of air detected by an air flow sensor. The ECU determines a fuel injection amount according to the first estimated intake air amount when an estimated flow rate Gin_vt calculated based on an engine speed, the valve lift, the cam phase, and the compression ratio is within the range of Gin_vt?Gin1, and according to the second estimated intake air amount when Gin2?Gin_vt.

Abstract: A motorcycle includes a throttle, a main throttle valve controlled to be opened or closed by an operation of the throttle and a sub throttle valve controlled to be opened or closed in response to an opening degree of the main throttle valve. A memory a plurality of sub-throttle valve opening degree maps, each of which has unique sub throttle valve opening degree characteristics, fuel injection amount maps each of which has unique fuel injection amount characteristics and corresponds to each of the sub throttle valve opening degree maps respectively, and ignition timing maps, each of which has unique ignition timing characteristics and corresponds to each of the sub throttle valve opening degree maps respectively. A drive mode selecting switch is operable to select an intended drive mode from a plurality of drive modes so as to select a sub throttle valve opening degree map from the stored sub throttle valve opening degree maps.

Abstract: A control system and method for an internal combustion engine includes an intake manifold for directing airflow to a plurality of cylinders of the engine and an electronically controlled throttle valve disposed within the intake manifold for regulating airflow into the engine. An engine retard control determination module determines whether retard control of the engine is disabled. A throttle control module communicates with the electronically controlled throttle valve and modifies a throttle return trigger point during a transmission upshift when the retard control determination module determines that retard control of the engine is disabled.

Abstract: Barometric pressure is determined in a hybrid electric vehicle from manifold absolute pressure. During engine operation, wide open throttle is commanded and output torque disturbances are offset by the electric machine. Barometric pressure is estimated based on sensed intake manifold pressure and engine speed dependent pressure offsets. During engine shut down, barometric pressure may be determined from manifold pressure without any offset adjustments.

Abstract: A knocking control device for a watercraft engine includes a knocking learning value renewing section for changing a knocking learning value toward a low octane number ignition timing map when the knock sensor detects a knocking condition. The device changes the knocking learning value toward a high octane number ignition timing map when the knock sensor does not detect a knocking condition. An ignition timing determining section retards or advances an ignition timing based upon the knocking learning value given from the knocking learning value renewing section. The knocking learning value renewing section is constructed not to change the knocking learning value toward the high octane number ignition timing map, when an engine speed is in the vicinity of a full throttle condition.

Abstract: A method is disclosed for controlling an internal combustion engine in a vehicle powertrain. A filtered driver demand for torque at vehicle traction wheels is used to determine an engine torque command. The engine torque command is initialized to a percentage of a target engine torque as a function of variables that may include a smoothness factor.

Abstract: An internal combustion engine includes an engine control unit for setting a ratio of fuel injection quantity of both the injectors. The engine control unit includes a memory storing four sheets of ignition timing maps, with reference to which the maximum torque generation timing and knocking limit torque generation timing, at the direct injection injector (100%) and port fuel injection injector (100%), are calculated. The engine control unit further operates to calculate a correction amount from correction amount map, and calculates first interpolation value of the maximum torque generation timing at the above 100% operation time of both the injectors and second interpolation value of the knocking limit torque generation timing at the above 100% operation time of both the injectors. A value in which the correction amount is added to either one of the above first and second interpolation value on a delay angle side is calculated as ignition timing.

Abstract: During the catalyst warm-up period, when control enabling reduction in hydrocarbons is not executed in gasoline engine 100, the opening of the throttle valve 101 is made smaller in order to reduce the hydrocarbon discharge. During the catalyst warm-up period, when control enabling reduction in the quantity of hydrocarbons is executed in gasoline engine 100, the opening of the throttle valve 101 is made larger in order to accelerate warm-up of the catalyst, thereby shortening the catalyst warm-up period. A shorter catalyst warm-up period enables reduction in the total quantity of hydrocarbons from engine startup to the end of the catalyst warm-up period.

Abstract: An ignition control system for an internal combustion engine includes a throttle opening detector, a crank angle detector, a stroke determiner, and an ignition timing corrector. The throttle opening detector detects a throttle opening of a throttle valve disposed in an intake passage of the internal combustion engine. The crank angle detector detects a crank angle signal associated with the rotation of a crankshaft of the internal combustion engine. The stroke determiner determines a stroke based on the crank angle signal. The ignition timing corrector corrects ignition timing in a retardation direction by a predetermined retardation angle when the throttle valve is rapidly opened to a predetermined throttle opening and then rapidly closed within a predetermined time period including one combustion cycle of the internal combustion engine. The stroke determiner defines the combustion cycle. The predetermined retardation angle is based on at least the throttle opening.

Abstract: A method to deliver spark during a start for an internal combustion engine is described. The method provides individual cylinder spark angle control based on the number of fueled cylinder events. The method offers improved engine emissions while maintaining engine speed run-up performance.

Abstract: A method for the damping of mechanical vibrations in the drive train of an internal combustion engine by detection of vibration excitations in the drive train, and adjustment of the ignition angle of the internal combustion engine in the event of the occurrence of a vibration excitation in the drive train, in order to damp the vibration in the drive train, the adjustment of the ignition angle taking place in a flexible way.

Abstract: An idle speed control apparatus for an internal combustion engine is provided which, when the internal combustion engine is started in a cold mode, provides ignition timing engine speed control (m1) such that ignition timing in which said ignition driving device performs ignition in the internal combustion engine is retarded and the engine speed of the internal combustion engine is controlled to the target engine speed, and then provides intake air quantity engine speed control (m2) such that the engine speed of the internal combustion engine is feedback-controlled to the target engine speed by controlling the intake air quantity of the internal combustion engine. As a result, it is possible to prevent the exhaust gas temperature from being increased insufficiently due to a deficiency in retard angle, and to prevent the activation of a catalytic converter from being delayed.

Abstract: A control system that enables optimum lean burn control only by operating one lever beyond a lean limit of a lean burn engine. A link mechanism opens a throttle valve at an angle according to the manipulated variable of a power lever while the throttle valve is located in a range from an idle position to a full throttle position. When the power lever is further operated beyond the full throttle position of the throttle valve, the throttle valve is kept at a full throttle state independent of the position of the power lever and only a positional sensor outputs a signal according to the manipulated variable of the power lever. The degree of leaning of an air-fuel mixture is determined according to the manipulated variable of the power lever.

Abstract: The burning of unburned fuel in an exhaust pipe is a technique for preventing a turbo lag. However, since the technique requires combustion in the exhaust pipe, the temperature in the exhaust pipe becomes high, which is likely to damage the exhaust pipe, cause the exhaust emissions to deteriorate. The present invention addresses this problem by providing an ignition control apparatus for an engine with a turbocharger, capable of adjusting an ignition timing and a turbocharger. When a throttle valve is opened rapidly, the ignition control apparatus causes the ignition timing to advance with respect to the ordinary ignition timing. Consequently, the start of combustion is advanced, and the speed of rotation of the engine is raised, thereby increasing the speed of an exhaust turbine to achieve the desired increase in engine performance, without the problems of conventional ignition control systems.

Abstract: There is provided a power output control system for an internal combustion engine, which enables the vehicle to smoothly perform refuge travel to find a place to park when an electric throttle control device becomes incapable of controlling a throttle valve, while ensuring adequate traveling performance. An ECU determines whether or not the electric throttle control device is incapable of controlling the throttle valve, and interrupts energization of the electric throttle control device when it is determined that the electric throttle control device is incapable of controlling the throttle valve. At this time, the opening of the throttle valve is held at the default opening degree by a spring. Further, basic ignition timing is calculated according to the engine rotational speed and load on the engine, and ignition timing of the engine is determined by correcting the calculated basic ignition timing according to the amount of operation of the accelerator pedal.

Abstract: A control system that enables optimum lean bum control only by operating one lever beyond a lean limit of a lean bum engine. A link mechanism opens a throttle valve at an angle according to the manipulated variable of a power lever while the throttle valve is located in a range from an idle position to a full throttle position. When the power lever is further operated beyond the full throttle position of the throttle valve, the throttle valve is kept at a full throttle state independent of the position of the power lever and only a positional sensor outputs a signal according to the manipulated variable of the power lever. The degree of leaning of an air-fuel mixture is determined according to the manipulated variable of the power lever.

Abstract: An intake pressure computing apparatus and a method for the same compute an intake pipe pressure P0 based on a sum of a throttle passing air amount QA0 calculated based on at least a throttle opening and a flow of purge air that flows into an intake pipe through a purge passage, or a purge flow rate QP, and compute an intake pipe pressure P3 using an intake air amount QA based on an output from an air flow meter. An intake air amount computing apparatus and a method for the same compute an amount of air drawn into an engine, or an intake air amount, based on the intake pipe pressure P0 and the intake pipe pressure P3.

Abstract: A method to deliver spark during a start for an internal combustion engine is described. The method provides individual cylinder spark angle control based on the number of fueled cylinder events. The method offers improved engine emissions while maintaining engine speed run-up performance.

Abstract: An apparatus for controlling an ignition timing of an engine is capable of reducing or preventing occurrences of backfires. The apparatus includes a no-load deceleration state detector for detecting that an engine is in a no-load deceleration state. An engine speed detector detects an engine speed. An advanced timing setting unit sets an advanced ignition timing (retard amount) in situations where the occurrence of backfires are likely, such as during the no-load deceleration state. A converter 105 determines an ignition angle &thgr;ig on the basis of an output pulse of a pulse generator and an advance amount provided by the advanced ignition timing setting unit.

Abstract: A variable cam engine with an intake valve, including a first cam shaped to allow an increased intake valve lift and an increased intake valve duration, a second cam shaped to allow a reduced intake valve lift and a reduced intake valve duration, a cam switching mechanism for switching between the first and second cams depending on an engine speed and an engine load, and a control unit programmed to substantially equalize amounts of intake air flowing into the engine before and after switching from the first cam to the second cam, and programmed to determine a first ignition timing when the second cam is operated and a second ignition timing when the first cam is operated, and advance the first ignition timing relative to the second ignition timing upon switching from the first cam to the second cam.

Abstract: An electronic control unit 10 of an internal combustion engine sets a target throttle valve opening degree based on the amount of accelerator pedal operation, and starts driving an electronically controlled throttle valve 16 after a predetermined delay time has passed in order to precisely estimate the actual throttle valve opening degree when the intake valve of the cylinder is closed and to estimate the amount of the intake air filled in the cylinder. In an engine equipped with a variable valve timing mechanism 50, the ECU 10 estimates the target throttle valve opening degree of when the intake valve closes, estimates the actual valve timing when the intake valve closes based on the estimated target opening degree, and estimates the amount of the air filled in the cylinder when the intake valve of the cylinder closes based on the estimated throttle valve opening degree and on the estimated valve timing. The amount of the air taken in is thus precisely estimated even in a variable valve timing engine.

Abstract: Method for the damping of mechanical vibrations in the drive train of an internal combustion engine Method for the damping of mechanical vibrations in the drive train of an internal combustion engine, having the following steps:

Abstract: A method of controlling an internal combustion engine is described; in this method, at least two operating states are differentiated, at least one operating variable of the engine being controlled, a setpoint torque being predetermined on the basis of the optimum operating point for the respective operating state and on the basis of the position of a throttle valve operated by the driver, the value of at least one operating variable to be output being determined from the setpoint torque. A cylinder-individual firing angle retardation value is predetermined by a knock control system, so that the cylinder-individual firing angle retardation value is taken into account directly in calculating the setpoint torque.

Abstract: The burning of unburned fuel in an exhaust pipe is a technique for preventing a turbo lag. However, since the technique requires combustion in the exhaust pipe, the temperature in the exhaust pipe becomes high, which is likely to damage the exhaust pipe, cause the exhaust emissions to deteriorate. The present invention addresses this problem by providing an ignition control apparatus for an engine with a turbocharger, capable of adjusting an ignition timing and a turbocharger. When a throttle valve is opened rapidly, the ignition control apparatus causes the ignition timing to advance with respect to the ordinary ignition timing. Consequently, the start of combustion is advanced, and the speed of rotation of the engine is raised, thereby increasing the speed of an exhaust turbine to achieve the desired increase in engine performance, without the problems of conventional ignition control systems.

Abstract: There is provided a power output control system for an internal combustion engine, which enables the vehicle to smoothly perform refuge travel to find a place to park when an electric throttle control device becomes incapable of controlling a throttle valve, while ensuring adequate traveling performance. An ECU determines whether or not the electric throttle control device is incapable of controlling the throttle valve, and interrupts energization of the electric throttle control device when it is determined that the electric throttle control device is incapable of controlling the throttle valve. At this time, the opening of the throttle valve is held at the default opening degree by a spring. Further, basic ignition timing is calculated according to the engine rotational speed and load on the engine, and ignition timing of the engine is determined by correcting the calculated basic ignition timing according to the amount of operation of the accelerator pedal.

Abstract: A non-contact sensor for sensing a rotational position of a rotating object is provided. A ring-shaped permanent magnet magnetized in the axial direction is sandwiched between two pairs of magnetic plates from above and below. Two pairs of upper and lower protruded magnetic substance portions are provided between the upper and lower magnetic plates at opposite outer ends thereof. Magnetic sensitive devices are inserted in air gaps between the two pairs of upper and lower protruded magnetic substance portions. A magnetic flux generated from the ring-shaped permanent magnet is substantially concentrated to the protruded magnetic substance portions and passes the magnetic sensitive devices. The amount of magnetic flux passing each magnetic sensitive device is substantially proportional to the rotational angle of the ring-shaped permanent magnet.