Toyota Jidosha Kabushiki Kaisha

Toyota Jidosha Kogyo Kabushiki Kaisha

Akira Ohata

Daisuke Kobayashi

Hiroshi Sawada

Shuntaro Okazaki

Naohide Fuwa

Naoto Kato

Harufumi Muto

Toshinari Nagai

Noriyasu Adachi

Satoru Tanaka

Masato Ehara

Koji Ide

Hayato Nakada

Kota Sata

Yasuhiro Oi

Satoru Watanabe

Hisayo Dohta

Shunichi Azuma

Keisuke Osakabe

Robert Bickel

A second core calculates an intervening variable that is defined by an inner function, when a time derivative of a state variable is expressed by a function having the state variable, the inner function, and an observable input variable as independent variables. A first core calculates a function by using respective values of the state variable, the intervening variable, and the input variable, and obtains a value of the state variable by time-integration of a value of the function. In the calculation of the function, the value of the state variable calculated in previous time, a value of the intervening variable calculated by the second core in the previous time, and a value of the input variable inputted in this time are used.

Soft sensor device for acquiring a state variable by calculation using a plurality of processor cores

In a control device for an internal combustion engine, which includes control unit that has a processor with a plurality of cores and that computes various tasks associated with operation of the internal combustion engine, the control unit includes a selecting unit, that selects at least one core used in the computation from among the plurality of cores, a computing unit that distributes the tasks to the at least one core selected by the selecting unit to perform computation, and an acquisition unit that acquires an engine, rotational speed of the internal combustion engine, and, when the engine rotational speed acquired by the acquisition unit is higher than or equal to a predetermined threshold, the selecting unit increases the number of the cores selected as compared with when the acquired engine rotational speed is lower than the predetermined threshold.

Control device for internal combustion engine

An intake-air quantity estimation apparatus for an internal combustion engine, including an intake-air quantity estimation device that includes a cylinder pressure estimation device that estimates pressure within a cylinder through calculation using a model of the cylinder obtained based on a law of conservation of energy, the intake-air quantity estimation device estimates a cylinder intake-air quantity based on the estimated pressure within the cylinder, the cylinder intake-air quantity representing the amount of air flowing into the cylinder.

Apparatus for estimating quantity of intake air for internal combustion engine

An exhaust purification apparatus for an internal combustion engine includes a catalyst unit disposed in an exhaust passage of the engine, upstream and downstream air-fuel-ratio sensors disposed upstream and downstream, respectively, of the catalyst unit, a main-feedback controller, and a sub-feedback controller. The main-feedback controller calculates a main-feedback control quantity on the basis of an output value of the upstream air-fuel-ratio sensor and a predetermined upstream-side target value, and corrects, on the basis of the main-feedback control quantity, the quantity of fuel injected by an fuel injector. The sub-feedback controller calculates a sub-feedback control quantity on the basis of an output value of the downstream air-fuel-ratio sensor and a predetermined downstream-side target value, and corrects, on the basis of the sub-feedback control quantity, the quantity of fuel injected by the fuel injector, independently of the correction of the fuel injection quantity by the main-feedback control means.

Exhaust purification apparatus for internal combustion engine

An internal combustion engine has a variable valve actuation device for lifting an intake valve. The device is capable of changing the amount of opening of the intake valve. The device is configured to calculate a first estimated value Gao of the amount of intake air from a parameter regarding the operation state of the engine at the time of opening the intake valve; calculate a second estimated value Gac of the amount of intake air from a parameter regarding the operation state of the engine at the time of closing the intake valve; and calculate an actual amount of intake air Ga based on the first estimated value and the second estimated value.

Internal combustion engine having variable valve actuation device and method of calculating intake amount in the same internal combustion engine

The present invention is directed to generate an adaptive value in a short time. An adaptive value generating program has an adaptive procedure control program and a DOE tool. The DOE tool is a general statistical processing tool. The adaptive value procedure generating program functions as an interface between a measuring apparatus and the DOE tool. In a data obtaining process, the adaptive value procedure generating program automatically determines a method of selecting a measurement point and passes the result to the DOE tool. Selection of an approximation function and selection of an optimization method are automated. Further, evaluation of a final approximation expression and determination of confirmation data are also automated.

Adaptive value generating apparatus, adaptive procedure control program, and adaptive value generating program

Flow amount calculation controller and flow amount calculation control method

An air-fuel ratio control device for an internal combustion engine having an intake passage and an exhaust passage with a three way catalytic converter. The device comprises a fuel injector for injecting fuel and an air-fuel ratio detector for detecting an air-fuel ratio in the engine cylinder, which is arranged in the exhaust passage upstream of the three way catalytic converter. A first estimation device estimates an amount of intake air actually fed into the engine cylinder. A first decision device decides a target amount of fuel which must be fed into the engine cylinder to realize the stoichiometric air-fuel ratio, on the basis of the amount of intake air estimated by the first estimation device. A second estimation device estimates an amount of fuel actually fed into the engine cylinder, on the basis of the air-fuel ratio detected by the air-fuel ratio detector, and the amount of intake air estimated by the first estimation device. A second decision device decides an amount of fuel actually injected by the fuel injector such that a difference between the amount of fuel estimated by the second estimation device and the target amount of fuel decided by the first decision device, and a time integration value of the difference are made to converge to '0' at the same time.

Air-fuel ratio control device for internal combustion engine

A nonlinear feedback control method and apparatus for an internal combustion engine in which a model of the engine is formulated, and load torque is estimated as a variable representing the operating state of the engine. Deviations of the engine from the engine model are formulated as disturbances. Other variables which cannot be measured are determined by making experiments and using tables. Based on the estimated load torque, the formulated deviations and other formulated variables, precise feedback control is executed for the engine, which varies in its operating conditions so that the rotation speed of the engine is adjusted to a target rotation speed by controlling a throttle opening. The estimated load torque is a physically significant control quantity which is easy to manipulate, and which can also be used for various controls such as an ignition timing control and a fuel injection control.

Nonlinear feedback control method and apparatus for an internal

A fuel injecting amount of an internal combustion engine is calculated utilizing equations determined from a physical model describing a behavior of fuel in the engine. The fuel injection system includes estimation means in which estimation values fw and fv of the adhering fuel amount and the vapor fuel amount respectively are calculated based on: a product .lambda.r.multidot.m of the detected fuel/air ratio and the detected air amount; a division Vf/.omega. of fuel evaporating amount by the engine speed; and a fuel injecting amount q. The fuel injecting amount is calculated in the system based on the division Vf/.omega., the estimated values fw and fv, the product .lambda.r.multidot.m, and a summed up deviation from a target ratio. The coefficients of respective terms are determined by analyzing the physical model by modern control theory. A variation of the invention does not use an air/fuel ratio sensor.

Fuel injection system of an internal combustion engine

A single physical model which receives inputs of at least the intake pressure and rotational speed of an internal combustion engine and which produces an output which controls an opening area of an intake passage is developed for a controller to control the idling speed or the output of the internal combustion engine on the basis of modern control theory. When the intake pressure is equal to or less than a predetermined value (critical pressure), the flow velocity of air which is sucked into a cylinder is fixed at sonic velocity, irrespective of changes in the level of the intake pressure, so the quantity of intake air is proportional to the opening area of the intake passage. Under these conditions, a manipulating quantity for controlling the opening area is determined by multiplying a control quantity outputted from the controller by a predetermined constant. On the other hand, when the intake pressure exceeds the critical pressure, the quantity of air flowing into the cylinder changes in accordance with the difference between the intake pressure and the atmospheric pressure. In that case a manipulating quantity is determined by compensating the control quantity in accordance with the pressure difference.

Non-linear feedback controller for internal combustion engine

A vehicle speed control system is provided to maintain the vehicle speed at a target value. The control system includes a target vehicle speed determining section, a section for calculating a driving torque necessary to drive the vehicle at the target vehicle speed, a section for calculating a target engine rotational speed and an engine load torque and a section for calculating a control amount for controlling an opening of the throttle valve of the engine. The driving torque calculating section and the control amount calculating section are designed based on linear control theory on physical models describing the behavior of the vehicle and the engine, respectively, thereby improving the responsiveness of the control system compared to conventional PID control. The design of the control system is characterized by separate sections which reduces designing labor and which facilitate standardization of every section.

Speed control system for a vehicle

Apparatus for controlling the ignition timing of an internal combustion engine provided with an exhaust gas recirculation system. A vacuum advancer has a diaphragm mechanism to control the vacuum ignition timing in response to negative pressure in the carbureter when a part of the exhaust gas is recirculated from the exhaust manifold to the intake manifold. A vacuum transmitting valve restricts the transmission of negative pressure in the carbureter to the vacuum advancer, whereby vacuum ignition timing advance of the engine during acceleration is delayed.

Apparatus for controlling the ignition timing of an internal combustion

An apparatus for controlling the vacuum ignition timing of an internal combustion engine provided with an exhaust gas recirculation system is disclosed. The apparatus comprises a vacuum advancer having at least one diaphragm therein which forms a chamber on a side of the diaphragm. The chamber is connected to a port in the carburetor for controlling the vacuum ignition timing of the engine by the carburetor vacuum during the exhaust gas recirculation operation. The apparatus further comprises means for preventing the ignition timing from being too advanced when the engine is operating at a high rotational speed. As a result, the required ignition timing during such operation is obtained.

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Mishima, Japan

Akira Ohata