Toyota Jidosha Kabushiki Kaisha

Aisan Kogyo Kabushiki Kaisha

Toyoto Jidosha Kabushiki Kaisha

Naoto Kushi

Harufumi Muto

Makoto Fujita

Toshio Takaoka

Kenji Ito

Takashi Kondo

Kiyoyuki Uchida

Tatsuo Sugitani

Toshikazu Ibaraki

Hiroshi Miyata

Yoshinori Kadowaki

Nobuyuki Kobayashi

Hiroshi Okano

Katsumi Ishida

Kei Masuda

Motoyasu Muramatsu

Naoki Sugita

Toshikazu Obaraki

A control apparatus of an internal combustion engine is able to effectively suppress vibration occurring upon acceleration of a motor vehicle due to an increase in the torque generated by the engine. The apparatus controls the ignition timing in accordance with variations in the acceleration of the motor vehicle, so as to variably control the torque generated by the engine. Upon the start of variable torque control, a controller controls the opening amount of the throttle valve to be larger than the opening amount originally determined depending upon the current operating conditions of the engine. As a result, the generated torque is allowed to be larger than the normally generated torque during variable torque control, and vibration upon acceleration can be effectively suppressed.

Control apparatus and method of internal combustion engine installed on a motor vehicle

In a throttle control apparatus of an internal combustion engine, when the driver operates an accelerator so as to cause a motor vehicle to proceed to a steady-state running mode, a target throttle opening amount is no longer controlled to a throttle opening amount that depends upon an operated amount of the accelerator. Instead, the throttle opening amount is controlled to a value that provides a steady-state required torque. In this manner, the vehicle is immediately brought into a desired steady-state running mode, without requiring the driver to repeatedly operate the accelerator since the accelerator operation is not directly reflected by the throttle opening amount. Thus, the driver need not frequently repeat accelerator operations when the vehicle enters a steady-state running mode, thus assuring improved driveability.

Throttle control apparatus of internal combustion engine and throttle control method

An air-fuel ratio control apparatus of an internal combustion engine is provided which enables highly accurate calibration of an air-fuel feedback correction value to be completed in a short time, thus avoiding adverse influences on the emissions. The engine load is fixed when the air-fuel ratio or purge concentration is calibrated from the behavior of the air-fuel ratio feedback correction value. Thus, no change is observed in the engine load even if the driver operates the accelerator pedal to adjust the accelerator pedal position so as to change the required torque, and the air-fuel ratio of the air-fuel mixture is stabilized. Accordingly, air-fuel ratio calibration or purge concentration calibration can be promptly accomplished with high accuracy. Furthermore, while the engine load is being adjusted, the output torque is controlled in accordance with the required torque by adjusting the ignition timing. Thus, the required torque can be sufficiently reflected by the output torque even when calibration is carried out with the engine load fixed.

Air-fuel ratio control apparatus of internal combustion engine and control method for the same

An air-fuel ratio control apparatus performs an intake air-increasing process based on a region of an air-fuel ratio feedback adjustment coefficient FAF in which the adjustment coefficient decreases the fuel concentration in an air-fuel mixture. The apparatus calculates a fuel injection valve open duration TAU by using a newly calculated air-fuel ratio feedback adjustment coefficient FAFx, instead of using an adjustment coefficient FAF. An air-fuel ratio-increasing feedback adjustment coefficient FVLV in the adjustment coefficient FAFx has a value that cancels an increase in the amount of intake air. Therefore, the fuel injection amount is increased only when the fuel concentration in the mixture is an intake air-increasing process. Hence, torque difference between fuel concentration-increasing and concentration-decreasing control becomes smaller.

Air-fuel ratio control apparatus and method for internal combustion engine

A braking system for braking a motor vehicle by the front and rear brakes of the vehicle's front and rear wheels, respectively, including a distribution control device for controlling a distribution of front and rear wheel braking force produced by the respective front and rear brakes, according to a selected one of a first and a second distribution pattern, each of which represents the front and rear wheel braking forces in relation to each other wherein the rear wheel braking force defined by the second distribution pattern is larger than that defined by the first distribution pattern at least when the front and rear wheel braking forces are smaller than respective predetermined values. The selection of the two distribution patterns may be dependent on vehicle load.

Vehicle braking system adapted to optimize distribution of braking forces

Vehicle braking system distribution of front and rear braking forces is

The present invention refers to a map for operation. The map of the invention represents an absolute value TDST of a difference between a first valve opening ratio TAM of a main throttle valve (35) and a second valve opening ratio TAS of a sub-throttle valve (37) plotted against a restriction value TA, which is the smaller of TAM and TAS. A conventional map requires a high precision around a line of TAM=TAS, that is, in the whole area of the map. The map of the invention, on the other hand, requires a high precision only in a specific range of the absolute value TDST, and allows sparse graduations of the map in an area other than the specific range. This effectively reduces data volume of the map and allows quick reference of the map. More specifically, the present invention determines a corresponding single-valve opening ratio TAA of a dual-valve throttle unit according to the first valve opening ratio TAM of the main throttle valve (35) and the second valve opening ratio TAS of the sub-throttle valve (37) by referring to the map. This method can reduce data volume of the map with out lowering the precision of operation.

Arithmetic unit for determining a target position for a throttle of an

A vehicle anti-lock braking system having X-crossed two pressure application sub-systems connected to respective independent chambers of a master cylinder, each sub-system including a normally-open first shut-off valve in a front brake cylinder passage between the master cylinder and a front wheel brake cylinder, a series connection of a normally-open second shut-off valve and a proportioning valve disposed in a portion of a rear brake cylinder passage connected to the front brake cylinder passage and a rear wheel brake cylinder, a normally-closed third shut-off valve in a reservoir passage connected to the rear brake cylinder passage and a reservoir, a pump in a pump passage which is connected at one end to the reservoir and the other end to a portion of the rear brake cylinder passage between the proportioning valve and the rear wheel brake cylinder, and a controller for controlling the three shut-off valves.

Vehicle anti-lock braking system wherein output end of pump passage is

An apparatus for regulating power produced by a motor vehicle engine is disclosed. The apparatus cooperates in association with throttling valves and engine power moderating devices. The apparatus has first detecting device for detecting the operating condition of said engine. The detecting device generates a signal in response to detected engine condition. The apparatus further has a second detecting device for detecting a malfunction in the throttle valves and generates a signal in response to the detected malfunction. A controller functions responsive to the signals generated by the first and second detecting devices for generating first and second engine power values representative of range of engine power in accordance with said operating condition prior to the occurrence of malfunction of the throttle valves. The controller controls the engine power moderating device to moderate engine power based on the first and second engine power values.

Engine power regulator

A throttle valve controller includes a valve driving device for activating a throttle valve; which is disposed along a air-intake passage. A manipulation detector detects the amount of manipulation of an acceleration pedal by a driver. A drive controller regulates the valve driving device. The throttle valve controller further includes a wheel acceleration detector for detecting the actual rotational angular acceleration of the driving wheels, and a target value calculator for calculating a target value for the rotational angular acceleration of the driving wheels, as a function of the detected manipulation amount The drive controller controls the valve driving device in such a way that the actual rotational angular acceleration of the driving wheels is set equal to the target acceleration value from the target value calculator.

Throttle valve controller for engine system

A novel device of the present invention detects an abnormal driving condition where a sub-throttle valve pressed in a full-opening direction by means of a spring is abruptly driven in the full-opening direction due to an abnormal condition of an actuator, and controls an internal combustion engine according to the requirements. A difference DLTA in an opening TA of a sub-throttle valve 34 within a preset time period is determined (steps S100 through S130) and then compared with a predetermined range allowing to be driven by a stepping motor 32 (step S140). The sub-throttle valve 34 is pressed in a full-opening direction by means of a spring 54. In case of a step-out of the stepping motor 32, the sub-throttle valve 34 is abruptly driven in a full-closing direction by the spring 54. When an abrupt change of the sub-throttle valve 34 is detected, a process under abnormal conditions (abnormality process) including reduction of fuel injection is implemented (step S160). However, when a manifold negative pressure is not abruptly changed while an abnormal condition of the stepping motor 32 is detected, the abnormality process may not be executed since no abrupt variation in the air intake is expected. When an abrupt change in the manifold negative pressure is detected, on the other hand, an ISC valve is closed to compensate for the abrupt change.

System for detecting abnormalities

A controller for a step motor which permits the actual step number of the step motor to properly follow up the target step number may be varied with time. The controller temporarily determines a duration shorter than an actually derived duration, and checks the target step number again when the temporarily determined duration has elapsed. If the target step number has not changed, the actually derived duration is considered as a finally determined duration, while, if the target step number has changed, the duration of energization is re-derived from the changed target step number.

Controller for a step motor

An ignition system is provided for an internal combustion engine in which an amount of fuel necessary for combustion during one combustion and expansion stroke in one cycle of the internal combustion engine is injected toward respective cylinders, and the fuel is sucked, together with air, into the cylinders during respective suction strokes. The engine has a fuel cut control in which a fuel injection is cut off when the internal combustion engine is working under a predetermined condition. The ignition system includes a first unit for igniting mixtures of fuel and air in the respective cylinders in respective combustion and expansion strokes, and a second unit for detecting a cylinder into which the amount of fuel necessary for combustion has not yet been sucked completely when the fuel cut control ends. Also, the ignition system includes a third unit for controlling the first unit so that the mixture of fuel and air in the cylinder specified by the second unit is prevented from being ignited. There is also provided an ignition method.

Ignition system and method for internal combustion engine

A traction control device comprising a cylinder number determining device for determining the number of cylinders to which the supply of fuel is to be stopped, in accordance with the speed difference between a rotating speed of a free running wheel and a rotating speed of a driven wheel. A change of an actual number of cylinders to which the supply of fuel is actually stopped by a fuel stop controlling device is prohibited until a predetermined time has elapsed from a time at which the actual number of cylinders was changed.

Traction control device for a vehicle

A slip control system for a vehicle provided with an internal combustion engine having a knocking control system for controlling an ignition timing retarding amount in accordance with a degree of knocking detected by a knocking sensor mounted on a body of the engine. The slip control system controls the torque applied to drive wheels of the vehicle in accordance with a degree of slip generated at the drive wheels. A circuit is provided for cancelling the operation of the knocking control system during the operation of the slip control system.

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Toyota, Japan

Naoto Kushi