Toyota Jidosha Kabushiki Kaisha

Hiromasa Hashimoto

Osamu Igarashi

Shoji Sasaki

Koichi Akita

Yasushi Iwazaki

Shuntaro Okazaki

Naoto Kato

Takayoshi Kawai

Hiroshi Watanabe

Takashi Tsunooka

Ryosuke Ikemura

Takayuki Otsuka

Naoya Kaneko

Yasuhiro Kuze

Noriyasu Kobashi

Shinichi Nakagoshi

Teppei Yoshioka

A drive force control system configured to reduce a total energy consumption of a hybrid vehicle. The drive force control system calculates: an output power of the engine which can optimize a thermal efficiency given that the engine is operated at a best fuel point; and a required electric power to be supplied from a battery or to be generated by a control motor, which can adjust the drive power established by the output power of the engine to the required power. A power exchange between the control motor and the battery is interrupted if the required electric power to be supplied from the electric storage device or to be generated by the control motor is less than a first predetermined electric power.

Drive force control system for hybrid vehicle

An exhaust gas purification apparatus for an internal combustion engine includes a filter supporting the catalyst with an oxygen storage capacity, an air fuel ratio sensor to detect an air fuel ratio of exhaust gas at the downstream side of the filter, and a controller configured to change an air fuel ratio of exhaust gas flowing into the filter, to estimate an amount of particulate matter deposited in an interior of a partition wall of the filter, estimate a maximum storable oxygen amount of the catalyst from a change of the air fuel ratio of exhaust gas obtained by the air fuel ratio sensor at the time when the air fuel ratio of exhaust gas is changed by the controller, and correct the maximum storable oxygen amount of the catalyst based on the amount of particulate matter deposited in the interior of the partition wall of the filter.

Exhaust gas purification apparatus for an internal combustion engine

An exhaust gas purification apparatus for an internal combustion engine includes a particulate filter, an air fuel ratio sensor to detect an air fuel ratio of exhaust gas at the downstream side of the filter, and a controller configured to: change an air fuel ratio, determine whether an amount of particulate matter (PM) deposited in an interior of a partition wall of the filter is equal to or smaller than a predetermined amount, and estimate a maximum storable oxygen amount of the catalyst from a change of the air fuel ratio of exhaust gas at the time when the air fuel ratio of the exhaust gas is changed, in cases where the amount of PM deposited in the interior of the partition wall of the filter is equal to or smaller than the predetermined amount.

An amount of deposition of intramural PM in a particulate filter is estimated with a high degree of accuracy. A controller obtains, as a correlation between a reference value of an intramural PM deposition amount and an oxygen storage capacity of the catalyst, a change over time of an oxygen storage capacity of the catalyst according to a change of a filter PM deposition amount in a period of time from a point in time at which the filter PM deposition amount is substantially zero to a point in time at which the oxygen storage capacity of the catalyst, which becomes larger according to an increase of the filter PM deposition amount, reaches a maximum value. Further, the controller estimates a current intramural PM deposition amount based on a current oxygen storage capacity of the catalyst and the correlation.

Exhaust gas purification apparatus for internal combustion engine and control apparatus for internal combustion engine

In the present invention, a first regeneration process is executed as a process for oxidizing and removing PM accumulated on the particulate filter if a measured value of a differential pressure sensor is not more than a predetermined upper limit value, assuming that the measured value of the differential pressure sensor is a value to be provided in a state in which only PM is accumulated on the particulate filter, when a difference between an estimated PM accumulation amount estimated from an operation history of an internal combustion engine and a PM accumulation amount calculated from the measured value of the differential pressure sensor is not less than a predetermined threshold value, while a second regeneration process is executed without executing the first regeneration process if the measured value is larger than the predetermined upper limit value.

Control apparatus for exhaust gas purification system

A control apparatus for an internal combustion engine has a supercharger connected to an intake passage of the internal combustion engine and driven by a motor, a bypass passage which is provided for the intake passage in such a manner as to bypass the supercharger, flow amount adjustment device which arbitrarily adjusts a flow amount of air flowing through the bypass passage, and controller which controls the motor and the flow amount adjustment device. The flow amount adjustment device is electrically driven. The controller stops the supercharger from performing supercharging after driving the flow amount adjustment device and starting suction of air via the bypass passage.

Control apparatus and control method for internal combustion engine

A control apparatus for an internal combustion engine in accordance with the invention includes a supercharger, a bypass passage, a flow amount adjustment device, an operational state detection portion, and a driving time determination portion. The supercharger is connected to an intake passage of an internal combustion engine and is driven by a motor. The bypass passage is provided for the intake passage in such a manner as to bypass the supercharger. By being driven electrically, the flow amount adjustment device can arbitrarily adjust a flow amount of air flowing through the bypass passage. The operational state detection portion detects an operational state of the internal combustion engine. The driving time determination portion determines a time at which the flow rate adjustment device is driven based on a result of detection performed by the operational state detection portion.

An improved controller for controlling fuel injection in an internal combustion engine. The engine includes a fuel injection valve for directly injecting fuel into a combustion chamber. A fuel pressure sensor detects the fuel pressure within the injection valve. An ECU computes opening time of the injection valve and closing time of the injection valve based on a required fuel injection amount. The ECU computes a reference time at which the pressure in the combustion chamber reaches the injection pressure of the injection valve based on the detected fuel pressure. If necessary, the ECU advances the computed opening time and the computed closing time. As a result, the fuel injection from the injection valve is finished before the reference time. This prevents matter inside the combustion chamber from entering the fuel injection valve, and it guarantees that fuel will be able to exit the fuel injection valve during injection.

Fuel injection apparatus and method for direct injection type engines

An improved apparatus and method for controlling fuel injection in an internal combustion engine. The engine includes main-injection valves for directly injecting fuel into corresponding combustion chambers and a sub-injection valve for injecting fuel into a surge tank. The engine is able to perform a plurality of fuel injection modes. An ECU selects a homogeneous fuel injection mode, in which the injected fuel is evenly mixed with air supplied into the combustion chamber, from the plurality of fuel injection modes when the engine is being cranked and fuel injected from the main-injection valve will not adequately vaporize in the combustion chamber. The ECU controls the first and second injection valves according to the selected fuel injection mode. This improves engine starting and increases fuel efficiency.

Growing community of inventors

Susono, Japan

Hiromasa Hashimoto