Toyota Jidosha Kabushiki Kaisha

Yamaha Hatsudoki Kabushiki Kaisha

Masahiko Teraoka

Masanao Idogawa

Seiji Hirowatari

Jun Maemura

Takeyasu Muraishi

Kuniaki Niimi

Yuji Takeda

Kazuchika Tashima

Koji Honda

Osamu Hosokawa

Tomohiro Fujita

Katsuhiko Teraoka

Fumitoshi Sugiyama

Takanori Tsukamoto

Hiroshi Ozaki

Akinori Ichikawa

Dai Takida

Toshitaka Fujiki

When it is detected in a fuel supply device for a flexible-fuel internal combustion engine that a refueling operation has been performed for a fuel tank, a return suppression process in which fuel in a delivery pipe is prohibited from returning to the fuel tank through a high-pressure return passage is executed until a concentration learning process is started. After the concentration learning process is started, a compulsory return process in which fuel in the delivery pipe is compulsorily returned to the fuel tank through the high-pressure return passage is executed.

Fuel supply device for flexible-fuel internal combustion engine

The engine ECU executes a program including the step of setting an upper limit guard value of a fuel pressure by executing low fuel pressure control in the case where a low fuel pressure control execution condition is satisfied with fulfillment of conditions that execution of the low fuel pressure control is permitted, that engine speed NE is lower than a threshold value, and that the atmospheric pressure is higher than a threshold value, and the step of controlling the fuel pressure to be a target fuel pressure within a range not exceeding the upper limit guard value.

Fuel pressure control apparatus for an internal combustion engine

A controller for a direct-injection internal combustion engine in which fuel is directly injected into a combustion chamber via a fuel injection valve, and a mixture formed thereby is burned by igniting the mixture via an ignition plug, which the controller, when the internal combustion engine is started under very low temperature conditions, controls an ignition cut operation that inhibits ignition and performs fuel injection only, the controller including an engine-start control unit that, when the internal combustion engine is started under very low temperature conditions after the ignition cut operation was performed, determines whether there is fuel that can contribute to combustion in a cylinder and if there is, inhibits the ignition cut operation, or limits a number of times of the cutting off of ignition.

Controller for a direct-injection internal combustion engine and method of controlling the direct-injection internal combustion engine

An engine ECU executes a program including: the step of outputting a fuel-cut instruction when conditions that an accelerator position PA is not higher than a threshold value and a rate of increase DNE of engine speed NE is not lower than a determination value DNE() are satisfied; the step of fully closing throttle opening; and the step of suspending ignition of air-fuel mixture by a spark plug.

Internal combustion engine controller

An internal combustion engine has a fuel injection valve. To cause an actual air-fuel ratio of air-fuel mixture burned in the engine to be equal to a target value, an electronic control device corrects a fuel injection amount from the fuel injection valve using a feedback correction value. The feedback correction value is changed based on the actual air-fuel ratio. The electronic control device computes, as a safeguard value, a value of the feedback correction value that causes a fuel injection time, which is an instruction sent to the fuel injection valve, to be a permissible minimum time. When the fuel injection time is less than the permissible minimum time, the electronic control device limits the lowest value of the feedback correction value to the safeguard value. As a result, the actual air-fuel ratio is prevented from being rich.

Apparatus and method for controlling fuel injection of internal combustion engine, and internal combustion engine

A requested injection amount of fuel necessary during ignition cut-off at the time of start at an extremely low temperature is calculated (step ST), injection start timing and injection end timing between which wetting of a spark plug by fuel is less likely are set (step ST), and the number of times of ignition cut-off is calculated based on the injection start timing and the injection end timing and the requested injection amount (step ST). The injection start timing and the injection end timing are thus restricted to timings between which plug wetting is less likely, and the number of times of ignition cut-off is calculated based on the injection start timing and the injection end timing and the requested injection amount, so that wetting of the spark plug by fuel at the extremely low temperature can be avoided even in an in-cylinder direct-injection engine.

Control device of in-cylinder direct-injection internal combustion engine

A fuel injection control apparatus for a direct injection type internal combustion engine according to the invention includes a control unit. The control unit estimates the degree to which lubricating oil, which is used in the internal combustion engine, has been diluted with fuel based on the length of time the internal combustion engine has been running, and an accumulated value that indicates an amount of air that has been taken in by the internal combustion engine while the internal combustion engine has been running or an accumulated value that indicates an amount of fuel that has been injected while the internal combustion engine has been running. The control unit determines the amount of fuel to be injected based on the degree of dilution.

Fuel injection control apparatus for direct injection type internal combustion engine

A controller for a lock mechanism of an engine valve that readily performs unlocking. A VVT changes the rotational phase of a camshaft relative to a pulley in accordance with the difference between the hydraulic pressure of an advance pressure chamber and the hydraulic pressure of a delay pressure chamber to vary the valve timing. The hydraulic pressure difference is set by a variable command value. A lock mechanism engages a lock pin with a lock hole when the rotational phase of the camshaft matches a lock phase. The VVT enters the most easily unlocking hydraulic pressure state when the command value is set at an unlocking command value. An ECU gradually increases the command value from a lower limit value to the unlocking command value and then to the upper limit value to unlock relative rotation of the camshaft.

Valve timing controller for internal combustion engine

In an internal combustion engine to which an air pressure actuation mechanism such as a variable vibration isolating support device is installed side by side, the engine speed at the time of idling is made to suitably converge on the target idling speed. The idling speed control device includes: an idling speed control mechanism for controlling the intake air amount of the internal combustion engine to make the engine speed be the desired target idling speed at the time of idling of the internal combustion engine; an air pressure actuation mechanism operated by selectively introducing the atmospheric pressure and the intake tube negative pressure produced in the intake passage on the down stream side of the throttle valve; and an intake air amount compensating mechanism for compensating the adjusting position of the idling speed control mechanism in the direction of decreasing the intake air amount of the internal combustion engine when introducing the intake tube negative pressure after the introduction of the atmospheric pressure into the air pressure actuation mechanism.

Idling speed control device of internal combustion engine and variable

Disclosed is an air-fuel ratio control apparatus, which controls the air-fuel ratio of a flammable air-fuel mixture to be supplied to an engine. This control apparatus controls the air-fuel ratio taking into account that fuel vapor produced in a fuel tank is added to the air-fuel mixture. The fuel vapor produced in the fuel tank is purged into the intake passage of the engine through a canister. An electronic control unit (ECU) controls the amount of fuel to be injected from each injector such that the air-fuel ratio of the air-fuel mixture matches a target air-fuel ratio. At the time the fuel vapor is purged, the ECU learns the density of fuel to be purged based on the detected value of an oxygen sensor. Based on this learned value, the ECU compensates the amount of fuel to be injected from each injector. When no fuel vapor flows to the canister from the fuel tank, the ECU specifies the learned value as being associated with the fuel vapor separated from the canister to be indirectly purged and compensates that learned value accordingly. When fuel vapor flows to the canister from the fuel tank, the ECU specifies the learned value as being associated with the fuel vapor that simply passes the canister to be directly purged and compensates that learned value accordingly.

Growing community of inventors

Toyota, Japan

Masahiko Teraoka