Toyota Jidosha Kabushiki Kaisha

Denso Corporation

Nippon Soken, Inc.

Koji Aso

Rihito Kaneko

Kenji Kasashima

Kenji Senda

Masatomo Yoshihara

Yuichi Takemura

Hiroshi Tanaka

Shuhei Oe

Shigeru Kamio

Kiyoshi Iwade

Takahiko Fujiwara

Shinya Kondo

Hideaki Hayashi

Yasuyuki Takama

Kazuhiro Wakao

Yasuyuki Irisawa

Tomojiro Sugimoto

Takashi Nishikiori

Rio Shimizu

Akito Uchida

An engine controller calculates a pulsation correction value based on actuation states of an air bypass valve (ABV) and a wastegate valve (WGV) that change the shape of intake and exhaust flow passages of an exhaust turbocharger. The pulsation correction value is used to compensate for an output error of an airflow meter caused by intake pulsation. The engine controller also calculates a fuel injection amount of an injector, based on an output of the airflow meter that has been corrected based on the pulsation correction value.

Engine controller and engine control method

Provided is a fuel supply device for an internal combustion engine. When fuel pressure in a high-pressure fuel pipe changes as a result of the driving of a high-pressure pump, the changing fuel pressure propagates as pulsation into a low-pressure fuel pipe. A degree of influence of propagation of pulsation decreases as fuel pressure in the low-pressure fuel pipe increases. When the high-pressure pump is in an operating state where the degree of influence of the pulsation of the fuel pressure propagating from the high-pressure fuel pipe on the fuel pressure in the low-pressure fuel pipe is high, boost control for driving a feed pump to raise the fuel pressure in the low-pressure fuel pipe is executed.

Fuel supply device for internal combustion engine

A fuel supply apparatus for an internal combustion engine includes a fuel pump, a fuel pipe, a reduction valve, and an electronic control unit. The electronic control unit is configured to drive the fuel pump to rotate such that a required flow rate of the fuel is realized, while adjusting the fuel pressure in the fuel pipe to a target value, by driving the fuel pump to rotate. The electronic control unit is configured to operate the reduction valve to be opened when the operation state of the fuel pump is a first operation state. The first operation state is the operation state of the fuel pump where the frequency of the fuel pump has a value within a resonance area.

Fuel supply apparatus for internal combustion engine

A catalyst protection device includes: a catalyst provided in an exhaust system of an internal combustion engine and purifying exhaust gas; a bed temperature acquisition unit acquiring a current bed temperature of the catalyst; a base increase value calculation unit calculating a base increase value that is a base value of an increase value of a fuel injection amount injected by a fuel injection valve included in the internal combustion engine in order to cool the catalyst when the current bed temperature exceeds a predetermined determination value; a compensator acquiring a corrected increase value by correcting the base increase value using a reduction coefficient that is calculated by incorporating a value of a target bed temperature set to a value strictly lower than the determination value; and an injection amount increasing unit selecting any one of the base increase value and the corrected increase value. When catalyst protection is required, the fuel increase value is therefore optimized to reasonable values, while not being reduced too much.

Catalyst protection device and catalyst protection method for internal combustion engine

A catalyst protection device includes: a catalyst provided in an exhaust system of an internal combustion engine; a bed temperature acquisition unit that acquires a bed temperature for each of a plurality of regions of the catalyst distributed in an exhaust gas flow direction; and a fuel injection unit that determines for each of the regions whether an increase in fuel injection amount is required on the basis of the corresponding bed temperature acquired by the bed temperature acquisition unit, that calculates an increase in fuel injection amount for each region and that injects fuel of an amount including the sum of the calculated increase values.

An internal combustion engine is started by performing fuel supply into part of a plurality of cylinders included in the internal combustion engine. After the magnitude of the negative pressure produced in intake piping of the internal combustion engine exceeds a predetermined reference value, fuel supply into the remaining cylinder(s) is started.

Controlling cylinders based on intake vacuum during engine start

A control apparatus for an internal combustion engine starts the internal combustion engine by initiating combustion in cylinders belonging to a first cylinder group, from among a plurality of cylinders that make up the internal combustion engine. The control apparatus monitors a change in an amount of negative pressure generated in an intake pipe when the internal combustion engine is started, and obtains information related to an alcohol concentration of fuel used in the internal combustion engine. The control apparatus also calculates a fuel injection quantity necessary to initiate combustion in cylinders belonging to a second cylinder group, based on the amount of negative pressure generated in the intake pipe and the alcohol concentration of the fuel, and initiates combustion in each cylinder belonging to the second cylinder group when the necessary fuel injection quantity enters a range of quantities that are able to be injected by corresponding injectors.

Control apparatus and control method for internal combustion engine

A control apparatus for an internal combustion engine that can suppress the emission of unburned HC accompanying start-up of an internal combustion engine. The control apparatus including a fuel supply control unit that initially supplies fuel to only some cylinders, and delays the start of fuel supply to delayed cylinders that are cylinders other than the aforementioned cylinders; an engine discharge gas HC amount predicting unit that calculates a relationship between a delayed cylinder starting engine speed that is a engine speed at a timing at which a cycle starts in which a delayed cylinder initially carries out combustion and a predicted value of an engine discharge gas HC amount; and a target engine speed calculating unit that calculates a target engine speed that is a target value of the delayed cylinder starting engine speed.

Control apparatus for internal combustion engine

An ammonia burning internal combustion engine in which, in addition to ammonia, a reformed gas reformed at a reformer is fed into a combustion chamber. When a reforming ability of the reformer is less than a predetermined reforming ability, an ammonia ratio is increased to a ratio more than the ammonia ratio after completion of engine warmup set in advance in accordance with an operation state of the engine, and secondary air is fed from a secondary air feeding device into an engine exhaust passage upstream of an exhaust purification catalyst.

Ammonia burning internal combustion engine

The prevention of the occurrence of a shock during acceleration is enabled without impairing acceleration response as to a control apparatus for a vehicle driving unit. By changing a control amount of a specific one or specific ones of the plurality of the control elements when a torque-up request is issued, the output torque of the vehicle driving unit is increased toward a target output torque. In this case, a torque gradient upon changing the control amount of the specific one or the specific ones of the control elements is estimated and calculated on the basis of a current output torque of the vehicle driving unit according to a calculation rule formulated in advance. The control amounts of the respective control elements including the specific one or the specific ones of the control elements are set such that the estimated torque gradient coincides with a predetermined target torque gradient.

Torque control apparatus and control method for vehicle driving unit

A control system of an internal combustion engine in which a first fuel of ammonia and a second fuel which is easier to burn than ammonia are used as fuels. An ammonia ratio is usually set to a reference ammonia ratio which is determined in advance in accordance with an operating state of an engine. At the time when feed of the fuel is restarted after suspension of feed of the fuel at the time of deceleration, the ammonia ratio is temporarily made lower than the reference ammonia ratio in accordance with the operating state of the engine.

Control system of internal combustion engine

A control system of an internal combustion engine in which as fuel, a first fuel of ammonia and a second fuel easier to burn than ammonia are used. These two types of fuel are burned in the combustion chamber. A basic ammonia ratio is set in accordance with an engine load and engine speed. The set basic ammonia ratio is corrected based on at least one of a combustion state, knocking strength, temperature of an exhaust gas or temperature of a catalyst arranged in an engine exhaust passage, NOconcentration in the exhaust gas, actual compression ratio, air-fuel ratio, and fuel properties.

In a startup operation of an internal combustion engine, the internal combustion engine is started by supplying fuel to only a first cylinder group formed of a portion of cylinders, from among a plurality of cylinders that make up the internal combustion engine, when a startup condition of the internal combustion engine has been satisfied, and then fuel starts to be supplied to a second cylinder group formed of the remaining cylinders after the internal combustion engine has started. Meanwhile, in a stopping operation of the internal combustion engine, the internal combustion engine is stopped when a shutoff condition of the internal combustion engine is satisfied, by first stopping the supply of fuel to the second cylinder group and then stopping the supply of fuel to the first cylinder group after the supply of fuel to the second cylinder group has been stopped.

An object of the present invention is to provide an abnormality detection device that is used with an internal combustion engine having a valve drive mechanism capable of halting the drive of at least one of an intake valve and an exhaust valve, and able to detect the abnormalities of a valve drive halt function. The internal combustion engine includes a knock sensor capable of sensing the seating sound of the intake valve and/or the exhaust valve. An ECU detects whether a control signal given to the valve drive mechanism is a valve drive signal or a valve halt signal. In accordance with the result of detection by the ECU and the presence of the seating sound in an output of the knock sensor, the abnormality detection device judges whether or not the valve drive mechanism is abnormal.

Abnormality detection device for internal combustion engine

An engine ECU executes a program that includes: calculating a median value and a standard deviation based on a calculated value based on the detected vibration of the engine; and subtracting a product of the standard deviation and a coefficient from the median value to calculate a magnitude of mechanical vibration specific to the engine. Knocking determination is carried out by comparing a knock magnitude calculated by dividing the magnitude value of the peak magnitude of the detected vibration of the engine by the magnitude of mechanical vibration specific to the engine with a predetermined determination value. Based on the knocking determination result, ignition timing of the engine is controlled.

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Susono, Japan

Koji Aso