Toyota Jidosha Kabushiki Kaisha

Kazuyasu Iwata

Akira Yamashita

Takashi Ogawa

Tomoyuki Kogo

Hiroshi Oyagi

Katsuhiro Ito

Manabu Tateno

Hideyuki Nishida

Shinobu Ishiyama

Akio Kawaguchi

Hideo Yamashita

Hiroki Iguma

Yoshinori Yanase

Yoshiki Yanase

The invention relates to a control apparatus of an engine. The apparatus carries out a minute-injection for injecting a minute amount of a fuel so as not to generate an engine torque when a required engine load is zero. The apparatus calculates at least one coefficient for correcting a heat release gravity position calculated when the minute-injection is carried out such that it corresponds to its base position and/or for correcting a heat release rate corresponding the gravity position calculated when the minute-injection is carried out such that it corresponds to its base rate. When the required engine load is larger than zero, the apparatus controls the gravity position corrected by the coefficient to its target position.

Control apparatus of internal combustion engine

A control apparatus is provided, which controls combustion state such that the Heat Release Rate Barycentric Position (Gc) coincides with the Target Barycentric Position (Gc*), and which can prevent an increase in the combustion noise caused by an increase in an ignition lag which occurs in a case where an EGR apparatus is in execution, and, a rotational speed is low or an engine load is low. The control apparatus (ECU) prevents the increase in the ignition lag by increasing a supercharging pressure of a supercharger () which the engine () is equipped with, thus, it prevents the increase in the combustion noise.

Engine control apparatus for executing Barycentric Position Control and specific control

To provide a control device capable of setting a plurality of combustion parameters changing a combustion state of an internal combustion engine to appropriate values and improving a fuel consumption rate regardless of an operation state. An engine ECUsets a combustion parameter (main injection timing, pilot injection timing, fuel injection pressure, turbocharging pressure, or the like) such that a center-of-gravity position of a heat generation rate becomes a constant target crank angle regardless of a load of an engine, In addition, the ECUestimates the center-of-gravity position of a heat generation rate based on an output of an in-cylinder pressure sensorand feedback-controls the combustion parameter such that the estimated center-of-gravity position of a heat generation rate becomes equal to the target crank angle.

Control device for internal combustion engine

The present invention relates to an internal combustion engine. An object of the invention is to allow an effect produced by an anodic oxide film to be exerted while suppressing a decrease in the combustion rate. A pistonincludes a cavity portionand a tapered portionthat is formed so as to surround the cavity portionon an outer side thereof. The diameter of the tapered portiondecreases progressively in the downward direction from the top face side of the piston. A squish portionis formed on an outer side of the tapered portion. An anodic oxide filmis formed on a surface (tapered face) of the tapered portionand a surface (squish face) of the squish portion. The anodic oxide filmis not formed on the surface (cavity face) of the cavity portion

Internal combustion engine

The invention relates to a control device for an internal combustion engine using the center-of-gravity position of a heat generation rate for combustion control. This control device controls the center-of-gravity position of a heat generation rate to correspond to a reference position in a case where an engine cooling water temperature is equal to or higher than a reference cooling water temperature and controls the center-of-gravity position of a heat generation rate to correspond to a crank angle further on an advance side than the reference position in a case where the engine cooling water temperature is lower than the reference cooling water temperature.

A control device for an engine provided with a turbocharger properly uses a parameter used for controlling a center-of-gravity position of a heat generation rate determined by a heat generation rate as the amount per unit crank angle of heat generated by combustion of fuel depending on operating situations of the engine and a vehicle in which the engine is mounted. Specifically, an increase in a turbocharging pressure of the turbocharger is executed when a rotational speed of the engine and a speed of the vehicle in which the engine is mounted are lower than predetermined reference values in a case where the center-of-gravity position of a heat generation rate is further on a retard side than a predetermined crank angle and one or both of an increase in a fuel injection pressure and advancing of a fuel injection timing are executed when the rotational speed of the engine or the speed of the vehicle in which the engine is mounted are equal to or higher than the predetermined reference values in the case where the center-of-gravity position of a heat generation rate is further on the retard side than the predetermined crank angle. Then, fuel economy can be improved by the center-of-gravity position of a heat generation rate being maintained at a predetermined fixed value regardless of a load of the engine and/or the engine rotational speed while an increase in noise and vibration a user feels uncomfortable with is suppressed.

Engine control device

A control device includes: a first phase changing portion retarding a first intake valve phase relative to a second intake valve phase; a throttle valve adjusting an intake air amount of the engine, and a control portion configured to perform an intake valve phase control which controls the first phase changing portion to retard the first intake valve phase relative to the second intake valve phase such that an air amount in the cylinder of the engine is reduced to a target value to perform rich combustion, and the control portion configured to perform a throttle valve closing control which controls the throttle valve such that the air amount in the cylinder is the target value or smaller after the air amount in the cylinder is not reduced to the target value or smaller by the intake valve phase control performed by the first phase changing portion.

Control device for changing phase of multiple independent intake valves in engine

A control apparatus for an internal combustion engine, which can generate exhaust pressure pulsation at an early period while suppressing the degradation of volumetric efficiency and can effectively utilize a scavenging effect while softening a torque difference, when a request to enhance the exhaust pressure pulsation is made in the internal combustion engine which includes a variable valve mechanism that makes a valve overlap period changeable, and a variable nozzle type turbocharger.

Control apparatus for internal combustion engine

To provide a control apparatus for an internal combustion engine which can effectively utilize a scavenging effect while suppressing a torque difference in the internal combustion engine provided with a variable valve mechanism which makes a valve overlap period variable. When a scavenging effect utilization condition that the scavenging effect using exhaust pressure pulsation can be effectively utilized is established, a valve overlap period is set so as to overlap with a timing at which a trough of the exhaust pressure pulsation comes. In this occasion, a set value of the valve overlap period is limited such that an increase amount of a torque index value associated with the setting of valve overlap period does not exceed a predetermined permissible value.

Growing community of inventors

Fuji, Japan

Kazuyasu Iwata