Toyota Jidosha Kabushiki Kaisha

Denso Corporation

Nippon Soken, Inc.

Masatomo Yoshihara

Rihito Kaneko

Kenji Kasashima

Kenji Senda

Shuhei Oe

Yuichi Takemura

Koji Aso

Yuuichi Takemura

Shigeru Kamio

Norihito Hanai

Yasuhiro Yamasako

Kiyoshi Iwade

Naoki Hayashima

Masanao Idogawa

Takahiro Uchida

Tokiji Ito

Koji Murakami

Kouzi Ohara

Yasuhiro Nakai

Satoshi Masuda

Hirohiko Yamada

Takao Nishimura

Akio Matsunaga

Kenji Kawahara

Fumikazu Satou

Yamato Utsunomiya

Satoshi Takamoto

Hiromitsu Seo

Koji Okamura

Akito Uchida

Motohiro Sugimoto

Taejin Yoon

Yoshifumi Nakamura

Shoichi Kuwayama

Kouji Okamura

Misao Shibata

Yuuji Hatta

Yuji Hatta

An engine unit includes an engine including a cylinder injection valve that sprays fuel into a combustion chamber and an ignition plug that is able to ignite fuel sprayed from the cylinder injection valve. When expansion stroke injection drive of performing final fuel injection from the cylinder injection valve in an expansion stroke and igniting the fuel using the ignition plug in synchronization with the fuel injection in the expansion stroke is performed, upper and lower limits of an ignition timing are guarded such that the ignition timing is in a predetermined range centered on a final fuel injection start timing at a final determination timing of the ignition timing.

Engine unit

A control apparatus of an internal combustion engine is provided. The internal combustion engine includes a port injection valve that injects fuel into an intake-air port, and a cylinder injection valve that injects fuel into a cylinder. The control apparatus includes an electronic control unit that controls the port injection valve and the cylinder injection valve such that when returning from a fuel cut, a value of a port increase amount correction, which is a fuel increase amount correction in which a fuel amount is decreased with a lapse of time during a port injection, differs from a value of a cylinder increase amount correction, which is a fuel increase amount correction in which a fuel amount is decreased with a lapse of time during a cylinder injection.

Control apparatus of internal combustion engine

An engine control device includes an electronic control unit. The electronic control unit is configured to perform a spark discharge with an ignition plug for each cylinder by cutting off energization after elapse of a predetermined period from start of energization to an ignition coil for each cylinder of the engine, to stop the spark discharge caused by the ignition plug for each cylinder after supply of fuel to the engine is stopped when operation of the engine is stopped, and to control an ignition plug so as to stop the spark discharge caused by the ignition plug from a cylinder after a rotation speed of a crankshaft decreases gradually and the rotation speed of the crankshaft reaches a preset threshold value or less, after the stop of the supply of fuel to the engine.

Engine control device

An electronic control device is applied to an internal combustion engine including an engine driving pump, circulates lubricant by use of a driving force of the internal combustion engine, and reduces that driving load of the pump which works on the internal combustion engine, by executing a low-pressure control to limit a circulation amount of the lubricant when demand for the lubricant is small. Further, when a predetermined automatic stop condition is established, an engine operation is stopped automatically, and when a predetermined restart condition is established during the automatic stop, the internal combustion engine is restarted. Further, the execution of the low-pressure control is prohibited at the time of starting the internal combustion engine along with an operation of an ignition switch, but the execution of the low-pressure control is allowed at the time of restarting the internal combustion engine.

Internal combustion engine control device

An ECU increases an engine rotation speed when the ECU determines that an inclination angle of an uphill is larger than or equal to a predetermined value, an accelerator is off and a vehicle speed in a direction opposite to a travelling direction of a vehicle, indicated by a specified range, is increasing. Subsequently, the ECU acquires an engine stall predicted vehicle speed, and calculates a predetermined value used in an immediate engine stall determination condition from a current rate of increase per unit time of a turbine rotation speed. Then, the ECU determines that immediate engine stall determination is affirmative when a rotation speed difference between the engine rotation speed and the turbine rotation speed becomes smaller than the predetermined value, and executes engine stall prevention control.

Control device and control method for vehicle

Target rotation speed at a reference point set at TDC slightly preceding a target stop position of engine rotation is set. A target trajectory of an engine rotation behavior extending since an engine rotation stop behavior starts until the target rotation speed at the reference point is reached is calculated based on the target rotation speed at the reference point and an engine friction. Torque of an alternator is controlled to conform the engine rotation behavior to the target trajectory during the engine rotation stop behavior. Generation of the torque of the alternator stops at a position preceding the reference point by a predetermined crank angle. Therefore, the torque of the alternator is controlled such that an energy deviation between the target trajectory and the engine rotation behavior becomes zero at the position preceding the reference point by the predetermined crank angle.

Engine stop control device

An engine ECU executes operations including: extracting vibration intensities of a plurality of frequency bands from vibration detected by a knock sensor, multiplying the extracted vibration intensity of each frequency band by a weight coefficient and adding the results in correspondence with crank angles to calculate integrated values of every five degrees; calculating a coefficient of correlation based on a result of comparison between a vibration waveform of a frequency band and a knock waveform model prepared in advance; calculating a knock intensity; determining occurrence of knocking in accordance with the calculated coefficient of correlation and the knock intensity; and determining no occurrence of knocking in accordance with the calculated coefficient of correlation and the knock intensity.

Knock determination device and knock determination method for internal combustion engine

An engine ECU executes a program including: detecting a magnitude of vibration of an engine; detecting a vibration waveform of the engine based on the magnitude; calculating a correlation coefficient, in the case where the engine speed is smaller than a threshold value, using the sum of values each determined by subtracting a positive reference value from a magnitude of a knock waveform model, as an area of the knock waveform model and, calculating the correlation coefficient, in the case where the engine speed is not smaller than the threshold value, using the area of the whole knock waveform model; and determining whether or not knocking has occurred using the correlation coefficient. The correlation coefficient is calculated by dividing by the area the sum of differences that are each the difference between the magnitude on the vibration waveform and the magnitude on the knock waveform model.

Knocking determination device and knocking determination method for internal combustion engine

A knocking judgement method for an internal combustion engine, in which an engine ECU executes a program judging whether or not such ones of integrated values calculated by integrating the output of a knock sensor at every five degrees of a crank angle are larger than a tentative knock judgement value, in vibrations of a fourth frequency band containing the resonance frequency of the engine, tentatively judging that a knocking has occurred, in case the integrated value larger than the tentative knock judgement value is a predetermined number or more, and judging that no knocking has occurred, in case the integrated value larger than the tentative knock judgement value is not more than the predetermined number.

Knocking determination apparatus and knocking determination method for internal combustion engine

An engine ECU executes a program including calculating a correlation coefficient by dividing the sum of respective absolute values, which are each a difference between a magnitude in an engine vibration waveform and a magnitude in a knock waveform model for every crank angle, by an area corresponding to magnitudes equal to or larger than a positive reference value in the knock waveform model, and determining whether or not knocking has occurred based on the correlation coefficient.

Device and method for determining knocking of 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.

Device and method for controlling ignition timing of internal combustion engine

A device and associated method for controlling ignition timing of an internal combustion engine are provided. By comparing a determination value and knock magnitude, determination of knocking is made, and ignition timing is advanced or retarded. The device includes an operation unit that sets a correction amount of the determination value to a value corresponding to a degree of change of the determination value over time. The operation unit calculates, at a first timing, a first value related to an average value of the determination values; and calculates, at a second timing later than the first timing, a second value related to the average value of the determination values. The degree of change of the determination value is calculated as a difference between the first value and the second value.

An engine ECU executes a program including the steps of: calculating a coefficient of correlation K in accordance with a result of comparing a waveform of a vibration of a frequency band including a resonance frequency of an engine with a knock waveform model previously created as a waveform of a vibration caused when the engine knocks; calculating a knock intensity N from an intensity of a vibration of a frequency band excluding the resonance frequency of the engine; if knock intensity N is larger than a reference value and coefficient of correlation K is larger than a threshold value, determining that the engine knocks; and if knock intensity N is smaller than the reference value and/or coefficient of correlation K is smaller than the threshold value, determining that the engine does not knock.

Knock determination device and method for internal combustion engine

Out of synthesized waveforms of vibrations in a first frequency band A to a third frequency band C, a knock magnitude N is calculated by using a portion &#x3b2; having an integrated value greater than a reference magnitude in a knock region but not using a portion having an integrated value greater than the reference magnitude out of the knock region (i.e., a region obtained by excluding the knock region from a knock detecting gate). In a case where knock magnitude N is greater than a determination value V(KX), it is determined that knocking occurs. In contrast, in a case where knock magnitude N is not greater than determination value V(KX), it is determined that no knocking occurs.

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Toyota, Japan

Masatomo Yoshihara