Denso Corporation

Nippondenso Co., Ltd.

Nippon Soken, Inc.

Toyota Jidosha Kabushiki Kaisha

Other

Naoki Kokubo

Hirohiko Yamada

Shuhei Oe

Satoshi Masuda

Koji Sakakibara

Akira Eiraku

Takashi Kawashima

Hiroshi Haraguchi

Kenji Kasashima

Koichiro Matsumoto

Hideki Yukumoto

Hiroshi Okumura

Koichi Kamabora

Hideyuki Maeji

Kenichi Nagase

Akinori Kouda

Eiji Kogiso

When the driving wind and the cooling wind are generated, based on the phenomenon in which the temperature difference is generated between the front surface and the rear surface of the radiator (), the temperature difference between the detection value of the rear temperature sensor () and the detection value of the front temperature sensor () is compared with the abnormality determination value so that it is determined whether the front temperature sensor () and the rear temperature sensor () are properly fixed on the radiator (), whereby it is determined whether the abnormality (unauthorized alteration) exists. By setting the abnormality determination value according to the ambient temperature and the vehicle speed, corresponding to a variation in temperature difference between the front surface and the rear surface of the radiator (), the abnormality determination value is varied to be set at a proper value.

Diagnostic apparatus for vehicle cooling system

An output signal of a knock sensor is converted by an A/D conversion part in a specified knock determination range. In a time-frequency analysis part, data of frequency, time, and vibration intensity are extracted at the same time from an output signal of the knock sensor, and the time-varying patterns of vibration intensities in multiple frequency ranges are extracted. A knock determination part computes the number of time-varying patterns of vibration intensity which rise at same time. The knock determination part executes a knock determination based on whether the number of the time-varying patterns of vibration intensity is greater than a knock determination threshold.

Knock detection device and knock detection system diagnosis device

An output signal of a knock sensor is converted by an A/D conversion part in a specified knock determination range. In a time-frequency analysis part, data of frequency, time, and vibration intensity are extracted at the same time from an output signal of the knock sensor and the time-varying patterns of vibration intensities in multiple frequency ranges are extracted. A knock determination part computes lengths (crank angle, or time period) from a starting point to a latest terminating point of the time-varying patterns of vibration intensity in at least two frequency ranges, which rise at a same time. The knock determination part executes a knock determination based on whether the lengths are greater than a knock determination threshold.

Knock detection device for internal combustion engine

An output of a knock sensor is A/D converted in a specified knock determination range. In a time-frequency analysis part, data of frequency, time, and vibration intensity are extracted at the same time from the knock sensor output signal and the time-varying patterns of vibration intensities in multiple frequency ranges are extracted. An edge direction and an edge intensity are computed by an edge extraction processing. A correlation value expressing a correlation between time-varying patterns of vibration intensities in multiple frequency ranges and a reference model expressing the feature of knock is computed in a mutual correlation/knock determination part. The correlation value is compared with a determination threshold. When the correlation value is larger than the determination threshold, it is determined that knock is caused. When the correlation value is not larger than the determination threshold, it is determined that knock is not caused.

An internal combustion engine control apparatus includes: a fuel injector; a cooling fan of a radiator that radiates the heat of coolant in a coolant passage in the internal combustion engine; a flow rate control mechanism that variably controls the flow rate of the coolant; an abnormality detector that detects an abnormality of the cooling fan; and a controller that controls the amount of fuel injected from the fuel injector to the internal combustion engine and the operation of the flow rate control mechanism in accordance with the result of the abnormality detector.

Internal combustion engine control apparatus and method

A turbine of a turbocharger is disposed on an exhaust passage. An air-fuel ratio sensor is disposed downstream of and in proximity to the turbine. An element of the air-fuel ratio sensor is positioned on or near the axis of an exhaust port of the turbine. A whirling flow of an exhaust gas in the same direction as a turbine wheel rotates is produced immediately after the exhaust port of the turbine, so that the whirling flow of the exhaust gas can centrifuge condensed water in the exhaust gas. The exhaust gas contacts the element near the axis of the exhaust port where there is substantially no condensed water, thus preventing the element from being wetted with water or cracked.

Internal combustion engine

A misfire detector detects a misfire in a cylinder based on a maximum value and the minimum value of the angular speed. A first crank angle range is defined in such a manner as to include a crank angle in which the angular speed is maximum during a power stroke. A second crank angle range is defined in such a manner as to include a crank angle in which the angular speed is minimum during the power stroke. The maximum value of the angular speed is calculated within the first crank angle range, and the minimum value of the angular speed is calculated within the second crank angle range. The calculated maximum and minimum values are brought close to actual values to enhance a reliability of the misfire detector.

Misfire detector using linear detection of crankshaft angular speed

A rotation angle sensor detects the rotation speed of a crankshaft of an engine. An ECU extracts a first frequency component synchronized with combustion cycles of the engine that is contained in a rotation speed signal obtained by the detection of the rotation angle sensor, and a second frequency component having a higher frequency than the first frequency component. It detects a combustion state by using the rotation variation amount of the first frequency component in a lower rotation range than a specified engine speed, and by using the rotation variation amount of the second frequency component in a higher rotation range.

Engine combustion state detection device

A knock control apparatus for engine has a knock sensor for detecting vibrations of the engine. The knock control apparatus determines an occurrence of knock by using at least one of a statistical process, a waveform process and a FFT process. The knock control apparatus desirably uses at least two of the above-described process for improving the accuracy of knock determination. The knock control apparatus learns a corrective value during a stable condition of the engine. The learned value is used for determining an ignition timing when the engine is in a transitional condition. Therefore, it is possible to detect a knock accurately, and reduce a knock when the engine is in the transitional condition.

Knock control apparatus for engine

A knock control apparatus has a knock sensor and a signal processor. The signal processor integrates a knock sensor signal and differentiates the integrated signal. The signal processor detects a period in which the differentiated signal exceeds a threshold, and detects a peak of the differentiated signal. The signal processor then calculates a ratio between the detected signal generation period and the detected peak to determine a knock when the calculated ratio is within a predetermined range. Alternatively, the signal processor detects a peak generation time and calculates a ratio between the detected signal generation period and the detected peak generation time. In this instance, the signal processor determines the knock when the calculated ratio is within a predetermined range and the detected peak generation time is less than a predetermined time reference.

Knock control apparatus and method for engines

A memory stores and holds both the number of crankshaft angle pulse signals occurring after detecting a reference portion when an engine stops and data relating to whether the reference portion which is supposed to be next detected upon re-start of the engine is a reference position of the camshaft. When the engine is re-started, it is determined whether a reverse rotation of the crankshaft across the reference position happened by comparing a predetermined value with the total obtained by adding the number of pulse signals stored in the memory and the number of pulse signals occurring until the reference portion is first detected again. When such reverse rotation happened, the reference position of the camshaft is shifted by 360.degree. CA. Therefore, regardless of whether such reverse rotation across the reference position happened or not, the engine timing cycle is again precisely synchronized.

Engine cycle timing and synchronization based on crankshaft angle

A signal rotor 6 rotates in synchronism with a crank shaft of the internal combustion engine. A pickup sensor 7 is disposed in a confronting relation to the signal rotor 6 to generate an angle signal S1 proportional to rotation of the internal combustion engine. An ignition signal producing means (31, 32) calculates an ignition timing on the basis of the angle signal S1 and generates an ignition signal (S41, S42) for igniting the internal combustion engine. A time mask means monitors a parameter representative of a battery voltage Vs, and prohibits the angle signal S1 from entering into the ignition signal producing means for a predetermined time in response to a detection of a predetermined amount fluctuation of the parameter.

Ignition timing control apparatus for an internal combustion engine

An engine control apparatus for discriminating each cylinder of an engine comprises a crank angle rotor (M1) having a configuration representing a crank angle of an engine; a crank angle sensor (M2) operatively associated with the crank angle rotor (M1) to generate a crank angle signal in accordance with the configuration of the crank angle rotor (M1). The configuration of the crank angle rotor (M1) includes first and second silent sections. The first silent section is cooperative with the crank angle sensor (M1) to constitute a part (M3) for generating a first level non-pulsation component of the crank angle signal. The second silent section being cooperative with said crank angle sensor to constitute a part (M4) for generating a second level non-pulsation component of the crank angle signal. There is further provided a cam angle rotor (M5) having a configuration representing a cam angle, which is operatively associated with a cam angle sensor (M6) for generating a cam angle signal to provide a plurality of different kinds of signal level sequences with respect to the first and second silent sections of the crank angle rotor. A cylinder discriminating device (M7) discriminates each cylinder of the engine on the basis of the level of the non-pulsation component of the crank angle signal and the signal level sequences of the cam angle signal.

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Nukata-gun, Japan

Naoki Kokubo