Toyota Jidosha Kabushiki Kaisha

Citizen Watch Company, Ltd.

Citizen Finedevice Co., Ltd.

Masakatsu Nagai

Keisuke Sasaki

Shigeyuki Urano

Tomohiro Nakano

Yoshihiro Sakayanagi

Takahiro Uchida

Yusuke Saito

Hiromichi Yasuda

Yusuke Satoh

Kazuo Takahashi

Shuji Yuda

Rui Onoda

Aki Sudo

The driven rotation axis, the driving rotation axis, the ACT lever, the driving pin, the rod, the driven pin and the WGV lever constitute a linkage. In order to consider the instrumental error caused by the linkage configuration, a link ratio is defined by the equation (Link ratio=(Lwg/Lact)*(sin &#x3b2;/sin &#x3b1;), wherein Lwg is a length of the WGV lever, Lact is length of the ACT lever, &#x3b2; is an angle formed by the WGV lever and the rod, and &#x3b1; is an angle formed by the ACT lever and the rod). The current value input to the DC motor is corrected with a correction coefficient is a value obtained by dividing an actual link ratio by a target link ratio.

Boost pressure control device for internal combustion engine

A pressure detection device includes: a cylindrical body made of a conductor; a pressure receiver made of a conductor, the pressure receiver being mounted to one end side of the body and receiving pressure from the outside; a signal generator arranged inside the body, the signal generator being electrically connected to the pressure receiver and generating a signal corresponding to the pressure received by the pressure receiver; and a cover made of an insulator with a lower thermal conductivity than thermal conductivities of the body and the pressure receiver, the cover continuously covering an outer surface of the pressure receiver and a portion of an outer surface of the body, the portion being located at a side closer to the pressure receiver.

Pressure detection device, internal combustion engine equipped with the same, and method for manufacturing the same

A controller for an internal combustion engine includes a crank angle detector and an ECU. The ECU is configured to: (a) calculate a mass fraction burned; (b) acquire the crank angle, which is detected by the crank angle detector when the mass fraction burned reaches a predetermined mass fraction burned, as a specified crank angle; and (c) control at least one of an amount of fuel injected, an amount of intake air, or ignition energy on the basis of a first difference. The first difference is a difference between a first parameter and a second parameter. The first parameter is a crank angle period from an ignition time to the specified crank angle or a correlation value of the crank angle period. The second parameter is a target value of the crank angle period or a target value of the correlation value.

Controller for internal combustion engine

An internal combustion engine is provided that executes fuel injection and ignition with respect to a cylinder that remains stopped in an expansion stroke, and that performs ignition startup that starts up the internal combustion engine by rotationally driving a crankshaft by pressure of combustion accompanying the fuel injection. A motor generator (MG) that can rotationally drive the crankshaft is provided. A required assist torque Ast_trq exerted by the MG at the time of ignition startup is determined based on a maximum value Cyl_prss of an in-cylinder pressure that is detected by an in-cylinder pressure sensor at the time of ignition startup. The MG is controlled at the time of ignition startup based on the required assist torque Ast_trq that is determined.

Control apparatus for a vehicle

A control device for an internal combustion engine is provided that can detect the adherence of deposits to a cylinder pressure sensor without subjecting the internal combustion engine to an impact or the like. A control device for an internal combustion engine equipped with a cylinder pressure sensor detects changes in the sensitivity of the cylinder pressure sensor. If the control device detects a decrease in the sensitivity of the cylinder pressure sensor after detecting an increase in the sensitivity of the cylinder pressure sensor, the control device determines that deposits are adhered to the cylinder pressure sensor.

Control device for internal combustion engine

An in-cylinder pressure sensor detecting in-cylinder pressure is provided. A first crank angle and a second crank angle in the adiabatic compression stroke are set using an in-cylinder-pressure-maximum crank angle as a baseline, and an absolute pressure correction value is calculated using the in-cylinder pressure and in-cylinder volume at each of these crank angles. A crank angle advanced from the in-cylinder-pressure-maximum crank angle is set as the second crank angle in a manner so as to be a timing in the adiabatic compression stroke on the retard side with respect to the spark timing, and is used for the absolute pressure correction.

Control apparatus for determining an absolute pressure correction in an internal combustion engine

In a hydraulic actuator control device, a changing tendency of responsiveness of a hydraulic actuator to changes in the oil control valve (OCV) drive duty of a virtual OCV is stored as model control characteristics. The ratio of an actual OCV dead zone width to a virtual OCV dead zone width is calculated as an OCV variation correction coefficient. A basic control amount is calculated based on a deviation between an operating amount and a target operating amount of the hydraulic actuator. An actual OCV in-dead-zone control amount is obtained by correcting a virtual OCV in-dead-zone control amount with the OCV variation correction coefficient, and an actual OCV out-of-dead-zone control amount is calculated based on a virtual OCV out-of-dead-zone control amount. The actual OCV control amount is the sum of the actual OCV in-dead-zone control amount and the actual OCV out-of-dead-zone control amount.

Hydraulic actuator control device and hydraulic actuator control method

An engine control apparatus which performs torque-down control during shifting is structured so as to determine a retard rate from an MBT ignition timing which will achieve a target torque-down rate, and determine a target ignition timing based on that retard rate. The retard rate that achieves a given torque-down rate changes substantially linearly with respect to the MBT ignition timing, so that change is easy to predict. Accordingly, the structure and configuring and the like of the engine control apparatus are simplified.

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Hiratsuka, Japan

Masakatsu Nagai