Toyota Jidosha Kabushiki Kaisha

Denso Corporation

Nippon Soken, Inc.

Kiyoshi Iwade

Shuhei Oe

Rihito Kaneko

Yuichi Takemura

Kenji Kasashima

Shigeru Kamio

Kenji Senda

Masatomo Yoshihara

Nobuyuki Murate

Koji Aso

Hiroshi Okada

Hitoshi Noguchi

Yousuke Yamamoto

Masanori Sugiyama

Kimitaka Saito

Hiroshi Yorita

Tomoaki Nakano

Kouzi Ohara

Nobuo Imatake

Yoshihiro Yamashita

Toshihisa Nakajima

Kazuhisa Hara

Masahito Kudo

Hikaru Kokumai

Kenji Isaka

Kazuki Matsuo

Kouji Ohara

Shinjirou Shimizu

Yuka Sugiura

Toshikazu Mori

Hideki Kimura

A control apparatus for an internal combustion engine is provided which works to control an electric motor to start the engine through a belt transmission system. The control apparatus restricts rotation of the electric motor so as to keep a speed of the electric motor below a speed at which the electric motor is capable of producing a maximum torque until a given period of time passes since the electric motor is actuated to start in the motor mode. This enables the electric motor to generate the maximum torque when it is required to crank the engine.

Control apparatus for internal combustion engine

A power transmission system transmits power from an internal combustion engine to a first and a second auxiliary device through an endless transmitting member. Prior to issuing of an engine start request, the first auxiliary device is actuated to move a tensioner pulley to a given position to increase the degree of tension of the endless transmitting member. The actuation of the first auxiliary device as an engine starter upon the issuing of the engine start request, therefore, enables a drive shaft of the engine to be rotated immediately within a required time to crank the engine. This achieves a quick start of the engine and results in a decrease in amount of time between the issuing of the engine start request and the actual start of the engine.

Structure of power transmission apparatus

A baffle plate includes a discharge portion that discharges lubricating oil that has dropped onto the baffle plate, to an oil pan. The discharge portion extends to be inclined in a direction in which cylinders are arranged, with respect to a rotation central axis of a crankshaft. The discharge portion includes a guide groove in which an upstream portion in a rotational direction of the crankshaft is located under a counter weight, and a downstream portion in the rotational direction of the crankshaft is located under a crank bearing. The discharge portion includes a discharge hole that is formed in the downstream portion of the guide groove in the rotational direction, and that provides communication between the oil pan and an engine block.

Baffle plate

An engine ECU executes a program including the steps of: detecting a vibration corresponding to a first radial resonance mode by using a band-pass filter, from vibrations sensed by an in-cylinder pressure sensor provided at an upper central portion of the cylinder; calculating knock intensity N based on a result of comparison between the detected waveform and a knock waveform model prepared in advance as a vibration waveform when knocking occurs; determining that knocking occurred when the knock intensity N is larger than a predetermined reference value; and determining that knocking has not occurred when the knock intensity N is not larger than the predetermined reference value.

Internal combustion engine knock determination device

An engine ECU executes a program including the steps of: calculating an absolute value &#x394;S(I) of the deviation of the vibration waveform detected by a knock sensor and a knock waveform model from each other at each crank angle; when &#x394;S(I) greater than threshold value &#x394;S() is present and the number of &#x394;S(I) greater than threshold value &#x394;S() is equal to or smaller than Q(), correcting the vibration waveform; calculating a correlation coefficient K which is a value related to the deviation of the corrected vibration waveform and the knock waveform model from each other; and when the number of &#x394;S(I) greater than threshold value &#x394;S() is greater than predetermined number Q(), calculating the correlation coefficient K without correcting the vibration waveform. Based on the correlation coefficient K, whether knocking is present or absent is determined.

Device and method for determining knocking of internal combustion engine

An engine ECU executes a program including the steps of: setting a knock waveform model corresponding to engine speed sensed by a crank position sensor; calculating knock intensity N based on the result of comparison between a detected waveform and the set knock waveform model; when the knock intensity N is larger than a predetermined reference value, determining that knocking has occurred; and when the knock intensity N is not larger than the predetermined reference value, determining that knocking has not occurred.

An engine ECU includes a bandpass filter () extracting only vibrations at a first frequency band A, a bandpass filter () extracting only vibrations at a second frequency band B, a bandpass filter () extracting only vibrations at a third frequency band C, and a bandpass filter () extracting only vibrations at a fourth frequency band D including the first to third frequency bands A-C. The engine ECU determines whether knocking occurred or not based on a vibration waveform of the fourth frequency band D and a peak value in magnitude of vibrations in a synthesized waveform of the first to third frequency bands.

Knocking determination device for internal combustion engine

An engine ECU executes a program including a step of calculating intensity values LOG(V) based on signals transmitted from a knock sensor; a step of deciding a maximum value V(MAX) in frequency distribution of intensity values LOG(V) for N cycles (N is a natural number); a step of calculating a knock determination level V(KD) based on the frequency distribution; a step of, when the knock determination level V(KD) is smaller than the maximum value V(MAX), removing V(MAX) from the frequency distribution; and a step of counting the total frequency of removed maximum values V(MAX) as knock occupancy KC. Maximum values V(MAX) are removed until the knock determination level V(KD) and the maximum value V(MAX) coincide, and the knock determination level V(KD) is recalculated.

Knocking state determination device

An engine ECU executes a program including a step of, when an absolute value of a difference between a determination value V(KX) used for determining presence or absence of knocking and a maximum value V(MAX) of magnitude value LOG(V), which is obtained by logarithmically converting a magnitude V detected based on a signal sent from a knock sensor, is greater than the product of a standard deviation &#x3c3; and a coefficient U(3) in a frequency distribution of magnitude values LOG(V) for N cycle(s), setting a value obtained by adding the product of the standard deviation &#x3c3; and the coefficient U(3) to the maximum value V(MAX) of the magnitude value LOG(V) as the determination value V(KX).

Device and method for controlling ignition timing of internal combustion engine

An engine ECU executes a program including a step of calculating a knock intensity N as based on comparing a waveform detected as a waveform of a vibration attributed to knocking with a knock waveform model stored in a memory as a waveform of a vibration attributed to knocking for crank angles except for crank angles where a magnitude of a vibration not attributed to knocking is greater than a predetermined magnitude, a step of determining that the engine knocks if knock intensity N is larger than a predetermined reference value, and a step of determining that the engine does not knock if knock intensity N is not larger than a predetermined reference value.

In an internal combustion engine with a fuel injector for injecting fuel directly into the cylinder, in which a current combustion is changed between pre-mixture combustion and stratified charge combustion in accordance with a current engine operating condition and the flow of cooling water in a cooling system of the engine is varied according to the current combustion.

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Okazaki, Japan

Kiyoshi Iwade