Toyota Jidosha Kabushiki Kaisha

Toyota Shatai Kabushiki Kaisha

Naoki Suzuki

Satoshi Taniguchi

Masahiko Masubuchi

Koji Kitano

Ryoji Nishiumi

Isamu Goto

Toshiya Nakajima

Naoki Goda

Isamu Gotou

The air-fuel ratio feedback control is performed by using a first correction value which is determined depending on a difference between a detected air-fuel ratio (A/F) of an air-fuel mixture and a target A/F and a second correction value which is determined depending on the property of the fuel. Further, fuel property learning control is carried out to correct the first correction value and the second correction value so that an absolute value of the first correction value is not more than a threshold value, when the absolute value of the first correction value is larger than the threshold value after performing the charging with fuel. A combustion continuing correction value range, which is a range of the second correction value to allow the A/F of the mixture to be included in an A/F range in which combustion can be continued, is stored, and the second correction value is set to a value within the combustion continuing correction value range if the A/F feedback control and the fuel property learning control are interrupted.

Air fuel ratio control for an internal combustion engine that can be operated with fuels at different properties

In a control system for an internal combustion engine that can use a plurality of kinds of fuel including compressed natural gas, the invention prohibits a changeover from CNG to another fuel from being made in a period from a time when CNG is used for the first time after the start of the internal combustion engine to a time when it is determined that properties of CNG do not need to be learned, or a period from the time when CNG is used for the first time after the start of the internal combustion engine to a time when a processing of learning the properties of CNG ends.

Control system and control method for internal combustion engine

A control devicefor an internal combustion engine includes an in-cylinder oxygen concentration acquisition unit configured to acquire an in-cylinder oxygen concentration, an in-cylinder temperature acquisition unit configured to acquire an in-cylinder temperature, a target in-cylinder temperature acquisition unit configured to acquire a target in-cylinder temperature during main injection based on the in-cylinder oxygen concentration acquired by the in-cylinder oxygen concentration acquisition unit, and an in-cylinder oxygen concentration control unit configured to execute in-cylinder oxygen concentration control for controlling an in-cylinder oxygen concentration during pilot injection performed prior to the main injection based on the difference between the target in-cylinder temperature during the main injection acquired by the target in-cylinder temperature acquisition unit and the in-cylinder temperature acquired by the in-cylinder temperature acquisition unit.

Control device for internal combustion engine based on in-cylinder temperature and oxygen concentration

The present invention resides in a control apparatus for an internal combustion engine in which selective use is made of a case where a first fuel, being easy to be ignited, is caused to combust by itself, and a case where a second fuel, being hard to be ignited, is also caused to combust by igniting the first fuel, and which is provided with an acquisition unit configured to acquire a combustion state of the second fuel in the case where the second fuel is also caused to combust by igniting the first fuel, and a decision unit configured to decide amounts of supply of the first fuel and the second fuel to be supplied to the internal combustion engine on and after next time, based on the combustion state of the second fuel determined by the acquisition unit.

Control apparatus and method for an internal combustion engine

A front shock absorbing structure of a vehicle includes a bumper reinforcement member that is disposed in a vehicle width direction in a front portion of a vehicle body and is formed as a rigid elongated member, and a shock absorbing member that is positioned on a front surface of the bumper reinforcement member. The shock absorbing member is vertically divided into a first shock absorbing portion and a second shock absorbing portion. The first and second shock absorbing portions are integrally coupled to each other at a forward side, so as to define a space therebetween at a rearward side. The coupling can be broken when an impact is applied by an impactor from ahead. The second shock absorbing portion has a protruding portion that is projected toward the space.

Growing community of inventors

Hadano, Japan

Naoki Suzuki