Toyota Jidosha Kabushiki Kaisha

Nippondenso Co., Ltd.

Toyota Jidoshi Kabushiki Kaisha

Toyoda Jidosha Kabushiki Kaisha

Toyota Jidosha Kabushiki Kaisha & Denso Corp.

Mitsuru Takada

Hiroshi Itoh

Tokuyuki Takahashi

Makoto Funahashi

Shigeki Hiramatsu

Jun Harada

Koji Okawa

Nobuyuki Kato

Shigeo Kikori

Nobuyuki Kobayashi

Setsuo Tokoro

Tadashi Tamura

Yasunari Nakamura

Susumu Masutomi

Hiroshi Sasaoka

Yutaka Taga

Hiroshi Ito

Kunihiro Iwatsuki

Seitoku Kubo

Kunio Morisawa

Noboru Takagi

Akinori Osanai

Hiroshi Okano

Toshinari Nagai

Takashi Ohta

Hideo Tomomatsu

Koujiro Kuramochi

Hiroshi Kanai

Takashi Ishikawa

Takafumi Inagaki

Yuji Kashihara

Kenji Harima

Souichi Matsushita

Teruo Akashi

Shinsuke Kiyomiya

Hiroshi Mizuno

Katsuhiko Kodama

Tatsunori Kato

Shuji Yuda

Katsuyuki Kawai

Mitsuhiko Okada

Kazuhiko Iwano

Yukio Yoshioka

Takahumi Inagaki

Osamu Fukasawa

An improved apparatus controls negative pressure in a combustion engine. The apparatus has a brake booster that is capable of increasing braking force of a vehicle by means of the negative pressure in the brake booster. A valve disposed in an air intake pressure generates the negative pressure that is supplied to the brake booster. An electric control unit controls the valve when pressure in the brake booster is in excess of a predetermined magnitude.

Apparatus for controlling negative pressure in internal combustion engine

The accelerator opening degree detection apparatus of the present invention includes: an accelerator pedal position sensor for detecting a position of an accelerator pedal; and a calculating section for calculating an accelerator opening degree based on an output of the accelerator pedal position sensor. The calculating section performs at least the following steps of: obtaining a signal PDLAD by smoothing the output of the accelerator pedal position sensor with a first smoothing coefficient; obtaining a signal PDLSM by smoothing the output of the accelerator pedal position sensor with a second smoothing coefficient which is larger than the first smoothing coefficient; storing a reference value GPDL representing a reference position of the accelerator pedal position sensor; calculating an accelerator opening degree PDLA based on a difference between the signal PDLAD and the reference value GPDL; and updating the reference value GPDL based on the signal PDLSM if the accelerator opening degree PDLA satisfies a predetermined update condition.

Accelerator opening degree detection apparatus

An apparatus for controlling an opening of a throttle valve to adjust an amount of air flow led into an internal combustion engine mounted on a vehicle. A depression sensor detects the degree of depression of an accelerator pedal. An electric component is provided for electrically adjusting the opening of the throttle valve based on the depression of the gas pedal. A mechanical component is provided for adjusting the opening of the throttle valve in response to the depression of the accelerator pedal. The mechanical component is rendered operable when the electric component fails to control the opening of the throttle valve. An electric control unit (ECU) prohibits the electric component from resuming control of the throttle valve until a certain condition is met, such as stoppage of the engine or the entire vehicle, even if the electric component is capable of controlling the throttle valve. In another embodiment, the ECU prohibits the electric component from resuming control of the throttle valve until a transmission shift position of neutral or park is detected.

Method and apparatus for controlling throttle valve

In an automatic transmission, torque shocks are effectively reduced in specific downshifting conditions where relatively strong engine braking occurs as a result of downshifting. When a downshift command to the automatic transmission is detected when an accelerator pedal is not depressed, a valve opening command is issued to a throttle valve so that engine output will have increased by the time the downshifting action of the automatic transmission actually begins, ignition timing is delayed so that an increase in engine output resulting from the opening of the throttle valve by a throttle valve control means is offset for a period starting at the time the engine output actually increases as a result of the opening of the throttle valve by the throttle valve control means and ending at the time the downshifting action of the automatic transmission actually beings, and the ignition timing delaying is cancelled upon initiation of the downshifting action of the automatic transmission.

Apparatus and method for controlling ignition during a throttle closed

An on-vehicle control apparatus having a throttle valve in an intake passage of the engine is disclosed. The system for actuating the throttle valve includes electric and mechanical components. A electrical motor incorporated in the electric component actuates the throttle valve. An electronic control unit (ECU) controls the motor such that the opening of the throttle valve matches a target opening, which corresponds to a manipulation amount of a gas pedal. When there is an abnormality in the motor, if the gas pedal is manipulated by a predetermined amount or more, the mechanical component couples the gas pedal with the throttle valve, thereby actuating the throttle valve. When there is an abnormality in the motor, the ECU cuts fuel supply to some of the injectors. This allows the actual torque of the engine to be slightly lower than a computed engine torque that corresponds to the amount of a gas pedal manipulation.

On-vehicle control apparatus

Disclosed is a fuel vapor treating apparatus, in which fuel vapor evaporated in a fuel tank is not released directly into the atmosphere but is collected and treated. This apparatus is provided with a canister for collecting fuel vapor and a purge line for purging the fuel vapor collected in the canister to an intake passage of an engine. The canister has a first control valve for controlling introduction of fuel vapor thereto. The canister also has a second control valve for controlling the introduction of outside air and the exhaust of gas therefrom. The first control valve communicates with a vapor line extending from the fuel tank and is opened whenever the internal pressure of the fuel tank exceeds a predetermined level to introduce fuel vapor from the fuel tank into the canister. The second control valve is designed to communicate with the atmosphere and is opened whenever fuel is purged through the purge line to the intake passage to introduce outside air into the canister. The second control valve is opened whenever the internal pressure of the canister exceeds a predetermined level to exhaust fuel-free gas left after collection of the fuel. Both the first control valve and the second control valve are diaphragm check valves. The control valves are designed to be readily detached from the canister.

Fuel vapor treating apparatus

An air-fuel ratio control apparatus includes: a determining part for determining a target purge ratio in accordance with operating conditions of an engine; a purge control part for controlling a flow rate of evaporated fuel, supplied from an evaporated fuel purge system into an intake passage of the engine, by actuating a purge control valve based on the target purge ratio, and for storing an evaporated fuel flow rate of the purge control valve; a fuel injection control part for generating a drive signal in accordance with a fuel injection time, and for controlling an air-fuel ratio of an air-fuel mixture to the intake passage by actuating a fuel injection valve in accordance with the drive signal; an estimating part for estimating the ratio of an evaporated fuel flow rate to an intake air flow rate based on sensed operating conditions of the engine and on the stored evaporated fuel flow rate of the purge control part; and a fuel injection time determining part for determining a fuel injection time based on the estimated ratio, and for supplying the fuel injection time to the fuel injection control part.

Apparatus for controlling air-fuel ratio of air-fuel mixture to an

A control apparatus of an air fuel ratio in a vehicle equipped with an automatic transmission on which an engine which can set up a plurality of output characteristics by varying the air fuel ratio, and an automatic transmission which sets up the pressure adjustment level of a hydraulic pressure supplied to a frictional engagement device in accordance with the maximum output characteristic of the aforementioned engine, are mounted, providing: a gear shift stage detector which detects the gear shift stage set up by the automatic transmission; and an air fuel ratio adjuster means which allows the set up of the air fuel ratio so that the output characteristic of the engine becomes the lower output characteristic than the maximum output characteristic where the detected gear shift stage is the highest gear stage.

Air-fuel ratio control apparatus of vehicle equipped with automatic

An air-fuel ratio control system for an internal combustion engine which includes an evaporative fuel purge system having a canister for temporarily storing fuel vapor, detects an air to fuel ratio in the exhaust gas from the engine. An air-fuel ratio controller controls the air-fuel ratio in exhaust gas from the engine by varying a fuel quantity supplied to the engine so that the air-fuel ratio approaches a predetermined target air-fuel ratio. The evaporated fuel is purged from the canister at a specific purging rate determined based on engine operating conditions. An air-fuel ratio-shift is controlled based on the derivation of an amount by which the air-fuel ratio has shifted from the target air-fuel ratio due to a cause independent of the purging operation. The first amount, which is relatively constant over time in comparison to a second amount of air-fuel ratio shift occurring as a result of the purging operation, is derived based on a first detected air-fuel ratio-shift amount when the purge system is purging at a first purging rate. The second air-fuel ratio-shift amount is detected when the purge system is purging at a second purging rate different from the first purging rate.

Air-fuel ratio control system for internal combustion engine having

An air-fuel ratio control apparatus constructed, in an engine of a type storing evaporated fuel generated in a fuel tank in a canister and thereafter drawing off the evaporated fuel to an intake side of an engine through a bleedoff passage, so as to inhibit renewal of an air-fuel ratio learning value when the evaporated fuel concentration is at a predetermined value or higher in case of learning and renewal of an air-fuel ratio in order to make feedback control of the air-fuel ratio of an air-fuel mixture supplied to the engine. In an apparatus which adsorbs evaporated fuel generated in a fuel tank in a canister and purges the evaporated fuel adsorbed in the canister to an intake side of an internal combustion engine together with air through a purge valve, an air-fuel ratio learning value is renewed in accordance with a deviation between an air-fuel ratio feedback FAF value detected by an oxygen sensor and a FAFSM value obtained by smoothing the FAF value with a large smoothing constant. Further, renewal of the air-fuel ratio learning value is inhibited when the concentration of the evaporated fuel is high, and renewal of the air-fuel ratio learning value is executed even during purge execution by the purge valve when the concentration is low.

Air-fuel ratio control apparatus for internal combustion engine

A control system for controlling both: an engine having a plurality of cylinders, a plurality of intake ports formed individually for the cylinders, a plurality of intake valves for opening or closing the intake ports individually for the cylinders, and a control valve for opening or closing one of the intake ports of each of the cylinders; and an automatic transmission connected to the engine. The control system comprises: a valve controller for opening the control valve, when an engine load is high, and for closing the control valve when the engine load is low: an air/fuel ratio controller for making an air/fuel ratio when the control valve is closed higher than that when the control valve is open; and a shift inhibitor for inhibiting the shift in the automatic transmission till a predetermined time period elapses after the switching of the control valve.

Control system for engines and automatic transmissions

A control system for controlling both: an engine having a plurality of cylinders, a plurality of intake ports formed individually for the cylinders, a plurality of intake valves for opening or closing the intake ports individually for the cylinders, and a control valve for opening or closing one of the intake ports of each of the cylinders; and an automatic transmission connected to the engine. The control system comprises: a valve controller for opening the control valve, when an engine load is high, and for closing the control valve when the engine load is low; an air/fuel ratio controller for making an air/fuel ratio when the control valve is closed higher than that when the control valve is open; and a shift inhibitor for inhibiting the shift in the automatic transmission till a predetermined time period elapses after the switching of the control valve.

A control system for controlling both an engine capable of selecting a plurality of output characteristics having different output torques for a throttle opening and dropping a selected output torque temporarily, and an automatic transmission connected to the engine. The control system comprises: a first decider for deciding it on the basis of data inputted that the output characteristics of the engine should be changed; a second decider for deciding it on the basis of input data including a vehicle speed and a throttle opening that a gear change should be performed; and a third decider for deciding, when the second decider decides the performance, the torque-down to be temporarily effected, to a value according to the output characteristics of the engine.

Control system for both engine and automatic transmission

A control system for controlling both a lean combustion engine equipped with a swirl control valve and an automatic transmission. The control system includes a shift detector for detecting that a shift is being executed in the automatic transmission and a valve control inhibitor for inhibiting the switching the ON/OFF state of the swirl control valve in the course of the shift in the automatic transmission. A shift inhibitor inhibits the shift for a constant time period in case the ON/OFF state of the swirl control valve is switched. A regulation level changer changes the regulation level of the oil pressure of the automatic transmission in accordance with the ON/OFF state of the swirl control valve.

An apparatus for controlling a vehicle automatic transmission having a plurality of operating positions, including a determining device for determining satisfaction degress of at least one basic fuzzy set theory rule corresponding to the respective operating positions of the transmission, based on a predetermined shift pattern, a first calculating device for calculating satisfaction degrees of fuzzy set control rules, corresponding to the respective operating positions of the transmission, depending upon a detected vehicle running condition, a second calculating device for calculating overall satisfaction degrees for selecting the respective operating positions, based on the calculated satisfaction degress of the basic fuzzy set theory rule or rules and the calculated satisfaction degrees of the fuzzy set control rules, and a selector for selecting one of the positions of the transmission, based on the calculated overall satisfaction degrees, so that the automatic transmission is shifted to the selected position.

Apparatus for controlling vehicle automatic transmission according to

Growing community of inventors

Aichi, Japan

Mitsuru Takada