Mitsubishi Jidosha Kogyo Kabushiki Kaisha

Nichias Corporation

Aisin Seiki Kabushiki Kaisha

Other

Toyota Jidosha Kabushiki Kaisha

Aisan Kogyo Kabushiki Kaisha

Aisin Ai Co., Ltd.

Mitsubishi Jidosha Kogyo K.k.

Katsunori Ueda

Toshiyuki Miyata

Kazuhide Togai

Koji Kawakita

Masato Yoshida

Yoshiaki Danno

Takashi Kawabe

Satoshi Yoshikawa

Nobuaki Murakami

Makoto Shimada

Shigetoshi Hirano

Kenji Goto

Koji Shibata

Hideyuki Oda

Hitoshi Toda

Hiroki Yamamoto

Kenichi Nakamori

Hideto Ide

Hiromitsu Ando

Tomomitsu Terakawa

Yoshihide Suzuki

Shigeo Yamamoto

Kazuyoshi Nakane

Yuichiro Kitamura

Hisakazu Ikedaya

Tomohiro Ohashi

Takahiro Oguma

Hideyuki Handa

Tadayoshi Hirao

Yasuhiro Hosoi

Takuya Sato

Kentaro Honda

Jyun Takemura

Eiichi Hiruma

Sumio Tanaka

Yasuki Tamura

Yoshikazu Shinpo

Takahiro Niwa

Jun Aoki

Yusuke Sasaki

Makoto Hatano

Jun Takemura

Takashi Matsutani

Takanori Nakada

Shigeyuki Yoshida

Toyoaki Fukui

Kyoya Igarashi

Masayuki Takagaki

Yasuki Hashimoto

Hiroaki Ueno

Shunichi Hirao

Shunichi Searashi

Satoshi Maeda

Takeshige Miyazaki

Katsuhiko Miyamoto

Kazumasa Iida

Masaaki Kaneko

Katsuo Akishino

Kojiro Okada

Yoshiyuki Aoyama

Katsuhiro Furuta

Kazutaka Kobayashi

Takahiro Tsutsui

Tetsuo Kataoka

Kazunori Handa

Tetsuro Ishida

Kunihiko Yano

Satoshi Nagashima

Kuniaki Kaihara

Hirokazu Komai

Wataru Matsumura

Tetsurou Ishida

Shinzaburo Suzuki

Dairoku Ishii

Toshihiko Kumasaka

Michio Fujino

Joji Matsubara

Yoshihiro Omi

Masahito Tanemoto

Tadakuni Takeda

Koji Maema

Kazuhiro Geshi

Sunao Ichihara

Shyuichi Ishiwa

Shiunichi Searashi

Tadashi Ujihara

Mitsuoki Shiraishi

Yoshiyasu Takehana

Masaya Seki

Kazuyoshi Urata

Yuichi Sumi

Ishido Masanori

Ken Fujiwara

Takashi Kanda

Fuminobu Hongoh

Tuyoshi Murakami

Sumio Takana

A fuel injection control apparatus switches between MPI and DI+MPI modes. The apparatus includes a unit calculating a DI direct combustion rate that is the rate of that portion of the amount of DI injection corresponding to a fuel combusted instead of adhering to inside of the cylinder, and a unit calculating a cylinder vaporization rate that is the rate of the amount of that portion of the fuel adhering to the inside of the cylinder which vaporizes. The former unit controls fuel injection based at least on the DI direct combustion rate and the cylinder vaporization rate. When the mode is switched between the MPI mode and the DI+MPI mode, the former unit corrects the DI direct combustion rate or the cylinder vaporization rate to set the amount of fuel injection to a value different from that set when the fuel injection modes are maintained.

Fuel injection control apparatus for internal combustion engine

When high-pressure purge (the first purge control) (d-f) in which fuel evaporative gas in the fuel tank is emitted until internal pressure in the fuel tank decreases to a second predetermined pressure by closing a vapor solenoid valve, opening a fuel tank shutoff valve and a purge control valve when an engine is running finishes, connecting passage purge (the second purge control) (f-g) in which the fuel evaporative gas in vapor piping and purge piping is emitted up to a second predetermined volume (a second predetermined value) or above is performed, and then the fuel evaporative gas in a canister is emitted by opening the vapor solenoid valve (the third purge control) (g-h).

Fuel evaporative emission control device

An ignition switch is turned on, and when an abnormality is detected in any of electronic control instruments or sensors, real failure is established, and a fail-safe process is performed. After a lapse of a predetermined period from the establishment of the real failure, fault determination is established, a failure level is sent, and a hybrid fail-safe process is performed. Then, when the abnormality is eliminated, the real failure is not established, and the fail-safe process of an engine is finished. Then, when the ignition switch is turned off and then again turned on, sending of the failure level to a hybrid control unit is stopped, and the hybrid fail-safe process is finished.

Control device for hybrid vehicle

A regenerative control device for a hybrid vehicle includes a regenerative braking power control unit prohibiting or limiting execution of first regenerative braking to charge the battery with power generated by the regenerative power generation of the traveling motor generator during deceleration when it is determined that it is necessary to restrict charging of the battery. The regenerative braking power control unit causes both second regenerative braking to transmit rotary driving power to the engine by rotating the power generation motor generator by the power generated by the regenerative power generation, and combustion operation in which fuel is supplied to the engine and the fuel is burned to generate the rotary driving power at the engine, to be executed, under condition where the execution of the first regenerative braking is prohibited or limited.

Regenerative control device for hybrid vehicle

A regenerative control device for a hybrid vehicle includes a regenerative braking power control unit prohibiting or limiting execution of first regenerative braking to charge the battery with power generated by the regenerative power generation of the traveling motor generator during deceleration when it is determined that it is necessary to restrict charging of the battery. Under condition where the execution of the first regenerative braking is prohibited or limited, the regenerative braking power control unit causes second regenerative braking to transmit rotary driving power to the engine by rotating the power generation motor generator by the power generated by the regenerative power generation, to be executed when the operation unit is set to a regeneration level in an increasing direction, and causes the second regenerative braking to be stopped when the operation unit is set to a regeneration level in a decreasing direction.

A control apparatus for an engine introduces purge gas containing fuel gas evaporated from a fuel tank into an intake system includes an air-fuel ratio calculation unit that calculates an air-fuel ratio (AF) of the engine, and a purge rate calculation unit that calculates a purge rate (R) corresponding to an introduction rate of the purge gas. The control apparatus further includes a concentration calculation unit that calculates a concentration (K) of the purge gas based on the air-fuel ratio (AF) calculated by the air-fuel ratio calculation unit and the purge rate (R) calculated by the purge rate calculation unit. A decision unit permits or inhibits the concentration calculation unit to calculate the concentration (K) based on the purge rate (R) calculated by the purge rate calculation unit. The estimation accuracy of the concentration (K) of purge gas is improved.

Control apparatus for an engine

A regenerative control device of a vehicle an engine; a first motor; a second motor performing regenerative power generation; a battery connected to the first and second motors; and a heating device heating using heat, includes: a determiner determining whether the heating device is in operation or not, and determining whether charging the battery is regulated or not; and a controller performing parallel firing control in which a driving force is given to the engine by the first motor while burning fuel in the engine, during the regenerative power generation when the heating device is in operation and charging the battery is regulated, and setting a target torque of the engine in the parallel firing control to be equal to or lower than a burning limit torque of the engine.

Regenerative control device of vehicle

A controlling apparatus for an engine includes a purge path connected to a sealing-type fuel tank and an intake system of an engine and is configured to allow purge gas containing evaporated fuel from the fuel tank to flow therethrough. A purge valve placed in the purge path is configured to adjust a flow rate of the purge gas. A calculation unit calculates a degree of opening of the purge valve based on a target introduction ratio of the purge gas, and a controlling unit controls the purge valve so as to establish the degree of opening calculated by the calculation unit. The calculation unit corrects, in high-pressure purge performed when a pressure in the fuel tank increases exceeding a predetermined pressure, the degree of opening using a tank pressure flow velocity correction coefficient K2 corresponding to an upstream pressure of the purge valve.

Controlling apparatus for an engine

A traveling mode switching controller of a hybrid electric vehicle has a velocity detection unit, a state-of-charge detection unit, and a switching control unit for selectively switching among first to third traveling modes. In the first traveling mode, an engine is deactivated and a drive motor is activated to actuate drive wheels. In the second traveling mode, the engine activates a generator to activate the drive motor. In the third traveling mode, the engine activates the drive wheels. When the state of charge is less than a first state of charge, the switching control unit performs switching between the second traveling mode and the third traveling mode at a first velocity. When the state of charge is the first state of charge or more, the switching control unit performs switching between the first traveling mode and the third traveling mode at a predetermined velocity higher than the first velocity.

Traveling mode switching controller of hybrid electric vehicle

An engine operation control device for a hybrid vehicle, including: an engine provided in a vehicle; a power generator that is driven by the engine to generate electric power; a driving battery that is chargeable with electric power supplied from the power generator; and a front motor and a rear motor that drive wheels with electric power supplied from the driving battery or the power generator, and allowing a series mode in which the front motor drives front wheels and the rear motor drives rear wheels while the engine is operated at a predetermined set rotational speed to drive the power generator to generate electric power, wherein the set rotational speed is set to increase with decreasing of the atmospheric pressure in a present position of the vehicle in the series mode.

Engine operation control device for hybrid vehicle

A fuel injection control apparatus for an engine, which makes an appropriate increasing correction to a fuel amount at the time of restart after the stop period of the engine, thereby making it possible to cut down on the amounts of NOx emissions, is provided. The fuel injection control apparatus comprises an injection volume control unit for controlling a fuel injection volume, a supplied oxygen amount detection unit for detecting a supplied oxygen amount, an activity determination unit for determining whether or not an exhaust purification catalyst is in an active state, and an amount increasing correction unit for making an increasing correction to the fuel injection volume in accordance with the detection results of the supplied oxygen amount detection unit and the determination results of the activity determination unit.

Fuel injection control apparatus for engine

A control device for a hybrid vehicle includes a portion determining whether an engine torque is necessary, a portion controlling a motor to make a motor torque be a target torque, an engine rotation speed control portion controlling an engine output shaft to rotate at a target engine rotation speed for sudden start/reacceleration while the clutch being disengaged after starting the engine and before an actual rotation speed of the engine output shaft exceeds a reference target engine rotation speed in a case where the engine torque is necessary, a control portion engaging the clutch after the actual rotation speed exceeds the reference target engine rotation speed, and a portion controlling the engine so that the engine torque is assumed to be a target torque by canceling the control by the engine rotation speed control portion after the actual rotation speed exceeds the reference target engine rotation speed.

In a series mode, a clutch rotational speed difference &#x394;N is calculated, and when the clutch rotational speed difference &#x394;N is within a first predetermined range Rit is determined whether a sticking determination timer tindicates a first predetermined time tor longer. When a closed sticking timer t indicates the first predetermined time tor longer, fuel cut is performed, and the clutch rotational speed difference &#x394;N is re-calculated. When the closed sticking timer t indicates a second predetermined time tor longer, and the clutch rotational speed difference &#x394;N is within a second predetermined range R, it is determined that there is closed sticking of a clutch. When the closed sticking timer t indicates less than the time t, and the clutch rotational speed difference &#x394;N is out of the second predetermined range R, it is determined that there is no closed sticking of the clutch.

A traveling mode switching controller of a hybrid electric vehicle has a state-of-charge detection unit; a driver request output detection unit; a correction unit; and a switching control unit for controlling a switch from a first traveling mode to a second traveling mode when a vehicle request output exceeds an output threshold value. In the first traveling mode, an engine is deactivated and the drive motor is activated. In the second traveling mode, drive wheels are actuated by means of driving power of the engine, or a generator connected to the engine is activated to generate electric power to activate the drive motor to actuate the drive wheels. The switching control unit sets the output threshold value low as the state of charge decreases, thereby changing conditions for switching the first traveling mode to the second traveling mode.

When fuel tank internal pressure is at a first predetermined pressure Por above over a first predetermined time length t, a fuel tank shutoff valve is opened and a vapor solenoid valve is closed to make piping internal pressure equal to the fuel tank internal pressure. Then, a purge control valve is opened to emit fuel evaporative gas from the fuel tank into an intake passage. When the fuel tank internal pressure is continuously at a second predetermined pressure Por below over the first predetermined time length t, the fuel tank shutoff valve is closed, and when accumulated volume in high-pressure purge finishing phase reaches a second predetermined volume ivor above, the vapor solenoid valve is opened. When the accumulated volume in high-pressure purge finishing phase reaches a first predetermined volume ivor above, the purge control valve is opened and the engine is stopped.

Growing community of inventors

Okazaki, Japan

Katsunori Ueda