Denso Corporation

Nippondenso Co., Ltd.

Daiji Isobe

Yukihiro Yamashita

Shigenori Isomura

Makoto Miwa

Wakichi Kondo

Kayoko Kimoto

Jun Hasegawa

Takashi Senda

Junya Morikawa

Yukio Sawada

Hiroshi Ikeda

Masaei Nozawa

Yasuhito Takasu

Ryo Tamura

Sigenori Isomura

Kiyoji Tara

Kenichi Sago

Yamato Sakakibara

An abnormality diagnosis device introduces a pressure into a reference-pressure detecting portion by utilizing a pressure introducing portion to detect a reference pressure correlative to a reference orifice, detects a purge-valve closed pressure that is a pressure in an evaporation system of when a pressure is introduced into the evaporation system by the pressure introducing portion after the purge valve is controlled to be closed, and detects a purge-valve open pressure that is a pressure in the evaporation system of when a pressure is introduced into the evaporation system by the pressure introducing portion after the purge valve is controlled to be open. The abnormality diagnosis device determines whether a leakage abnormality of the evaporation system and a fixed open abnormality are generated, based on a magnitude relation between the reference pressure, the purge-valve closed pressure, and the purge-valve open pressure.

Abnormality diagnosis device for evaporated-gas purging system

A hybrid vehicle having a power-transferable combination of an engine and a motor-generator is controlled to prevent a vehicle vibration while preventing an over-revolution of the engine when the engine is started. In such control, while the engine is determined to be in a starting state, an instruction value correction is performed for correcting a per-unit-time change amount of an actuator instruction value, such as a target air intake amount and/or a target air load amount, according to a target output of the engine so that a steep increase of the engine revolution speed is prevented. With such a correction of the instruction value, an air intake amount of the engine and the engine revolution speed is gradually increased, thereby preventing the over-revolution of the engine and a steep increase of a load torque of the motor-generator, which prevents vehicle vibration when the engine is started.

Hybrid vehicle control device

A torque base control unit calculates target torque based on an accelerator position and engine speed. The control unit further executes calculation of target airflow rate, calculation of target intake pressure, and calculation of target boost pressure based on the target torque. Target throttle position is calculated based on the target airflow rate, target intake pressure, target boost pressure, actual boost pressure, and throttle passed intake temperature. An assist control unit calculates target turbine power based on the target airflow rate and the target boost pressure calculated by the torque base control unit and calculates actual turbine power based on exhaust information. Assist power of a motor attached to a turbocharger is calculated based on the power difference between the target turbine power and the actual turbine power.

Controller for internal combustion engine with supercharger

A control unit uses upper and lower limit guard values to limit a power generation quantity of a power generator and thereby to maintain the current combustion mode during power generation of the power generator. The control unit computes a remaining electric charge of a battery. When the remaining electric charge drops to a predetermined value or below, the control unit cancels a combustion mode maintaining operation, which maintains the current combustion mode, is cancelled, so that priority is given to the power generation of the power generator to recover the remaining electric charge of the battery. Also, when an electric power consumption in a vehicle is equal to or greater than a predetermined value, the combustion mode maintaining operation is cancelled, and the power generation quantity of the power generator is controlled in a manner that does not cause overdischarge of the battery.

Power generation control system and method

For regenerative generation at deceleration of a vehicle, a regenerative control apparatus for vehicles equipped with a lock-up clutch comprises a control unit for controlling rotary electric machine and the lock-up clutch. When the clutch is in a complete disengagement state or a slipping state at deceleration, the control unit controls the rotary electric machine to execute regenerative generation at a partial generation level lower than a regenerative generation level in a complete engagement state. When the clutch is in a complete engagement state at regenerative generation, the control unit controls the clutch so that the coupling state is transferred to a slipping state or a complete disengagement state when the number of revolutions having correlation to engine speed becomes lower than a predetermined threshold. Thus, recovering efficiency of the regenerative braking energy can be enhanced, while suppressing engine stall due to drastic increase of engine load torque.

Regenerative control apparatus for vehicles equipped with a lock-up clutch

A generator control device controls a generator that is driven by an engine to charge a battery and supply electric power to electric loads. In the generator control device the following steps are carried out: calculating a required electric power; calculating a difference rate that is a difference in an amount of a hazardous gas component of engine exhaust gas between a first case in which the generator generates the required electric power and a second case in which the generator does not generate an electric power divided by the electric power and controlling the generator to generate the required electric power if the difference is equal to or smaller than a first reference value.

Vehicle generator control device

In a fuel injection control system for an internal combustion engine, a fuel atomization device is provided to atomize fuel injected at the time of engine starting. The fuel atomization device may be a type which increases fuel pressure to a higher value at the time of engine starting than after the engine starting. Alternatively, the fuel atomization device may be a type which supplies assist air to the injected fuel. An intake valve is opened for a longer period at the time of engine starting than after the engine starting, so that more fuel may be supplied to an engine cylinder. A fuel leakage which may occur during engine stop is estimated, and the amount of fuel to be injected at the time of next engine starting after the engine stop is corrected by the estimated amount of fuel leakage. Fuel injection timing at the time of engine starting is retarded relative to that of post-engine starting. The amount of injected fuel adhered to an intake port and not supplied into an engine cylinder after the closing of the intake valve is estimated, and the amount of fuel to be injected next is corrected thereby.

Fuel injection control system of internal combustion engine

An ECU calculates an actual relative rotational angle in a VVT based on a crank angle signal sent from a crank position sensor and a cam angle signal sent from a cam position sensor. Furthermore, the ECU calculates a fundamental target relative rotational angle based on engine operating conditions. The fundamental target relative rotational angle is corrected by a factor responsive to the change of the air-fuel ratio. Thus, a control rotational angle fed to the VVT varies in accordance with the change of the air-fuel ratio so as to stabilize the combustion and improve the power output characteristics.

Valve timing control apparatus for an internal combustion engine

In a fuel injection control for engines, a basic transient correction coefficient is calculated to be used for correcting a basic fuel injection amount calculated based on intake air pressure. This transient correction coefficient is itself corrected by a further correction coefficient which corresponds to a fuel injection timing variable so as to overlap with the opening of an intake valve. The basic fuel injection amount is then corrected by the corrected transient correction coefficient to determine a final fuel injection amount. Thus, air-fuel mixture is controlled to a desired air-fuel ratio even when the engine is in a transient condition, thereby improving drivability and exhaust emissions.

Fuel injection control for engines responsive to fuel injection timing

A fuel injection control system for an engine enhances efficiency for charging suctioned air into a cylinder stabilizes a fuel combustion state. An engine intake pipe is provided with an air-assisted injector. Fuel injected by the injector flows into a combustion chamber within the cylinder via an intake valve. An ECU controls the injector drive so that injected fuel flows into the cylinder about 1/3 of the time at the beginning of the valve opening period. This arrangement allows a large amount of fuel supplied into the cylinder to be vaporized quickly and completely before the intake value is closed. At this time, because temperature of air drops due to heat of vaporization of the fuel, weight (density) of air suctioned into the cylinder per unit volume increases, thus enhancing the charging efficiency of suctioned air.

Fuel injection control for internal combustion engine

In a valve timing control for an engine having an electronic throttle control system, the response of a valve timing control mechanism is estimated by operating condition of the engine. In addition to controlling a relative rotation angle of the VVT, a throttle correction gain for correcting the opening angle of a throttle valve so as to be adapted to the response of the VVT is calculated. The throttle valve is controlled by the calculated gain. When the response of the VVT is slow, the opening angle of the throttle valve is corrected on the basis of the response. Thus, a rapid engine acceleration is suppressed, thereby preventing occurrence of misfire.

Valve timing control for internal combustion engine with valve

In an engine exhaust catalyst warm-up control, an ignition timing is delayed than normal first to raise the catalyst temperature, and then a fuel injection amount is dithered to increase and decrease alternately from a normal amount until the catalyst temperature reaches the catalyst activation completion temperature. In place of the ignition delay control, afterburning control may be employed in which fuel cut for a cylinder and fuel increase for the other cylinders are executed. Further, the catalyst warm-up control may be performed by controlling a supercharging operation and an exhaust gas recirculation operation cooperatively.

Internal combustion engine control with fast exhaust catalyst warm-up

Intake pressure is estimated for an engine load using an averaged accelerator depression position derived by smoothing sensed changes in accelerator depression position. Throttle valve opening angle is controlled based on the thus estimated intake pressure. A corresponding fuel injection value is calculated and supplied to the engine thus matching the estimated air and fuel amounts. Thus, deviation of the air-fuel mixture from a stoichiometric ratio can be reduced even with rapid and complicated accelerator operations.

Throttle control device and control method for internal combustion engine

In an engine exhaust catalyst warm-up control, ignition timing is delayed from normal first to raise the catalyst temperature, and then a fuel injection amount is dithered to increase and decrease alternately from a normal amount until the catalyst temperature reaches the catalyst activation completion temperature. In place of the ignition delay control, afterburning control may be employed in which fuel cut for a cylinder and fuel increase for the other cylinders are executed. Further, the catalyst warm-up control may be performed by controlling a supercharging operation and an exhaust gas recirculation operation cooperatively.

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Toyohashi, Japan

Daiji Isobe