Nissan Motor Company Limited

Unisia Jecs Corporation

Hiraku Ooba

Hiroyuki Suzuki

Hiroshi Iwano

Kazuhiro Takeda

Tomoyuki Hanyu

Shigeaki Kakizaki

Isamu Kazama

Shinobu Kamada

Mikio Matsumoto

Masaya Furushou

Yuki Kosaka

Kenichi Machida

Yuki Nakajima

Hirokazu Shimizu

Susumu Komiyama

Toru Fuse

Takamasa Ueda

Naonori Onoda

Yutaro Minami

An apparatus is provided for controlling an intake valve of a vehicular internal combustion engine. The apparatus includes a variable valve operating mechanism configured to vary a valve lift and a valve phase angle of the intake valve, and a controller. The controller calculates a desired first target value at a current engine operating condition, a reacceleration estimated value based on an engine rotational speed and estimated operating load upon reacceleration, and a second target value at which engine torque is equivalent to engine torque at the first target value. The controller sets the first target value as a control target value, and then switches the control target value to the second target value when a minimum clearance between the intake valve and a piston is determined to become less than a permissible value during variation of the intake valve from the first target value toward the reacceleration estimated value.

Intake air control apparatus for vehicular internal combustion engine

A hybrid-vehicle driving system includes an engine, a transmission, a first motor/generator provided between the engine and the transmission, and a battery that can charge and discharge the first motor/generator. When an estimated output voltage of the first motor/generator becomes higher than or equal to a predetermined voltage during a gear shift operation of the transmission, the battery is electrically disconnected from the driving system, and the voltage of a power line on the side of the first motor/generator is then decreased so as to charge the battery.

Driving system for hybrid vehicle

To protect the inverters and motor generators from damage caused by abnormal currents resulting from the sudden changes in voltage that occur when changing the battery voltage. A vehicle equipped with an engineand first and second motor-generatorsandthat can generate electricity by being driven by engineor from regeneration of kinetic energy of the vehicle, power supply linethat connects first motor-generatorwith second motor-generatorand batteryconnected via switchin the middle of electric power supply lineWhen changing the voltage of batteryswitchis opened before the voltage of batteryis changed, and switchis closed only after one of the motor generatorsandis caused to generate electric power or propel the vehicle in order to reduce the difference in voltage between power supply lineand battery

Hybrid vehicle equipped with a variable voltage battery

A hybrid drive system has an engine (); a motor-generator (); a transmission () for converting drive force inputted from at least one of the engine () and the motor-generator () and transmitting the converted drive force to a drive wheel (); a first rotating shaft (), a second rotating shaft () and a third rotating shaft () disposed mutually in parallel. The drive system includes a first gear wheel () disposed coaxially with the first rotating shaft (); a first clutch () for engaging/disengaging the first gear wheel () with/from the first rotating shaft (); a second gear wheel () disposed coaxially with the second rotating shaft (); a second clutch () for engaging/disengaging the second gear wheel () with/from the second rotating shaft (); a third gear wheel (), engaging with the first gear wheel () or the second gear wheel () and disposed coaxially with the second rotating shaft () or the first rotating shaft (); and a third clutch () for engaging/disengaging the third gear wheel () with/from the first rotating shaft () or the second rotating shaft (). The motor-generator () is connected to the first rotating shaft (). The engine () is connected to the third rotating shaft (). The transmission () includes an input disc () connected to the third rotating shaft; an output disc () disposed coaxially with the input disc; and a power roller () sandwiched in a tiltable fashion between the input disc and the output disc.

Hybrid drive system

An intake valve control system for an internal combustion engine includes a first valve control mechanism for varying an actual operation angle of an intake valve, a second valve control mechanism for varying an actual maximum lift phase of the intake valve and a control unit that operates the first and second valve control mechanisms to adjust an intake air amount by controlling the operation angle predominantly in a low-intake range and controlling the maximum lift phase predominantly in a high-intake range. The control unit is configured to calculate a target operation angle and a target maximum lift phase according to engine operating conditions so that the actual operation angle and maximum lift phase are controlled to the target operation angle and maximum lift phase, respectively, and correct the target operation angle in a transient operating state where the actual maximum lift phase deviates from the target maximum lift phase.

Intake valve control system and method for internal combustion engine

A hybrid electric vehicle runs by torque of an internal combustion engine () and torque of an electric motor () that are output through a transmission. The transmission comprises a first shaft (, A) that is connectable to the internal combustion engine (), a second rotation shaft (, A) that is connectable to the electric motor (), and a third rotation shaft (, A) that is connected to drive wheels (). A plurality of combinations of gears that are selectively applied are provided between the first rotation shaft (, A) and the third rotation shaft (, A), and between the second rotation shaft (, A) and the third rotation shaft (, A). A variety of power transmissions to the drive wheels () are made possible by further providing a clutch () that connects the first rotation shaft (, A) and the second rotation shaft (, A).

Transmission for a vehicle

An electronic engine control system of an internal combustion engine with a supercharging device operable to produce a desired boost pressure, includes an electronically-controlled throttle valve and a pressure sensor located in an induction system to detect an actual boost pressure. The system computes a target air quantity used in a stratified combustion mode or in a homogeneous lean combustion mode, based on at least an operated amount of an accelerator, and computes the desired boost pressure based on engine speed and engine load, and computes a boost-pressure correction factor as the ratio of the desired boost pressure to the actual boost pressure, during the stratified combustion mode or during the homogeneous lean combustion mode. An arithmetic-calculation section is also provided to compensate for the target air quantity by the boost-pressure correction factor during the stratified combustion mode or during the homogeneous lean combustion mode. The compensated target air quantity is determined as a virtual target air quantity. A throttle actuator device drives the electronically-controlled throttle, so that the virtual target air quantity is drawn into the engine, thus compensating for the response delay in boost-pressure change during acceleration/deceleration in the lean or ultra-lean combustion mode.

Apparatus for controlling internal combustion engine with supercharging device

A throttle actuator varies an actual throttle valve opening degree for an engine in response to a control signal independently of driver's accelerator operation. An engine control unit determines a target torque (or a variable quantity representing the target torque) in accordance with an accelerator opening degree, and normally controls the actual throttle opening degree in a normal mode based on the target torque. In a predetermined operating region where the throttle opening responds too sensitively to a change in the target torque, the control unit controls the throttle opening degree in a constraint mode in accordance with a parameter, such as the accelerator opening degree, independent of the target torque.

Throttle control for engine

The disclosed control apparatus and method of an engine of the present invention calculates a target engine torque using an operation amount of an accelerator, converting the target engine torque into a first opening area of a throttle valve, calculates a required air amount at the time of idling, converting the required air amount into a second opening area of the throttle valve, calculates a target total opening area of the throttle valve by adding the first opening area and the second opening area of the throttle valve, calculates a target opening degree of the throttle valve in correspondence to the target total opening area, and outputs the target opening degree to the throttle valve controller which controls an opening degree of the throttle valve.

Control apparatus and control method of engine

An air-fuel ratio control system for an automotive internal combustion engine equipped with a fuel injector valve. The control system comprises a sensor for detecting a ratio between air and fuel which form air-fuel mixture in the engine. A controller is provided to control the ratio between air and fuel, and includes a section for calculating the ratio between air and fuel, in accordance with an engine operating condition. A section is provided for calculating a quantity of fuel to be supplied through the fuel injector valve, in accordance with the calculated ratio between air and fuel. A section is provided for calculating a coefficient relating to a feedback control for the ratio between air and fuel, in accordance with the calculated quantity of fuel to be supplied. The feedback control is made in accordance with the ratio between air and fuel detected by the sensor. Additionally, a section is provided for accomplishing a feedback in calculation of the ratio between air and fuel, by using the calculated coefficient.

Control system for internal combustion engine

In an internal combustion engine of gasoline direct injection type, there is arranged a gasoline vapor purging system. The vapor purging system has a vapor purging section which temporarily traps gasoline vapor produced in a fuel supply section of the engine and feeds the gasoline vapor through a vapor purge conduit into an intake section of the engine upon operation of the engine. In the vapor purge conduit, there is installed an electrically actuated valve which controls the flow of the gasoline vapor toward the intake section. The vapor purging system has further a control unit which controls operation of the valve so that a target purging rate of the gasoline vapor toward the intake section is determined based on an amount of gasoline injected to each combustion chamber of the engine through an injector.

Gasoline vapor purging system of internal combustion engine

In a, so-called, lean burn engine having a vaporized fuel processor, a concentration of a vaporized fuel purged into an intake air passage (so-called, a purge concentration) is estimated using a normal type oxygen concentration sensor. Whenever a predetermined interval of time has passed, the engine combustion condition is forcefully and temporarily transferred into a stoichiometric air-fuel mixture ratio combustion condition during which the purge concentration is estimated on the basis of an output signal from the oxygen concentration sensor during an air-fuel mixture ratio feedback control.

Apparatus and method for estimating concentration of vaporized fuel

In a direct-injection gasoline engine which is so constituted as to execute a twice-injection mode for injecting the fuel in the intake stroke and in the compression stroke, respectively, at the time of change-over between the stratified mode and the homogeneous mode, the fuel injection amount is set to be constant in either the intake stroke or the compression stroke in the twice-injection mode, and an amount obtained by subtracting the above constant amount from the required injection amount is injected in the other stroke. Setting the fuel amount to be constant at one injection timing makes it easy to comply with the operation for controlling the fuel injection in the twice-injection mode.

Apparatus for controlling fuel injection for a direct-injection gasoline

In a direct injected, spark ignition internal combustion engine of a type having a stratified charge combustion mode and a homogeneous charge combustion mode, a controller selects one of the combustion modes in accordance with a sensed engine operating condition and calculates only the fuel injection quantity of the selected mode to lessen the load of calculation. The controller calculates a stratified mode fuel injection timing on the compression stroke only during the period of the stratified mode whereas the controller calculates a homogeneous mode injection timing on the intake stroke during the periods of both the homogeneous mode and the stratified mode to achieve a quick and smooth changeover from the stratified mode to the homogeneous mode. During the period of the stratified mode, the homogeneous mode injection timing is calculated in accordance with the fuel injection quantity according to the stratified mode.

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Yokohama, Japan

Hiraku Ooba