Toyota Jidosha Kabushiki Kaisha

Satoru Tanaka

Satoshi Yoshizaki

Shinichi Soejima

Kiyonori Takahashi

Ryutaro Moriguchi

Noriyasu Adachi

Yusuke Saito

Yosuke Matsumoto

Naoya Takagi

Yoshihiro Sakayanagi

Akira Eiraku

Ryoichi Hibino

Kota Sata

Yasuhiro Kuze

Akira Ohata

Yoshiyuki Kageura

Yushi Shibaike

Machiko Katsumata

Tomohiko Jimbo

Masaaki Ishibuchi

Robert Bickel

Aya Kamisaka

A control device for a vehicle comprises a projected driving route calculating part calculating a projected driving route up to a destination, a target charge amount setting part setting a target amount of charge of the battery at each point on the projected driving route, an operating schedule setting part setting the operating schedule of the internal combustion engine and rotary electrical machine so that the amount of charge of the battery becomes the target amount of charge, and an operating schedule resetting part resetting an operating schedule when the difference between the amount of charge of the battery and the target amount of charge becomes a reset request value or more. The operating schedule resetting part is configured so as to reduce the reset request value when the remaining distance on the projected driving route is short compared to when it is long.

Control device for hybrid vehicle

A control device predicts whether temporary reduction occurs to a charging efficiency of fresh air in an in-cylinder gas by an influence of an EGR rate of the in-cylinder gas, which increases later than increase of a charging efficiency of the in-cylinder gas, if a first arithmetic operation is applied to calculating a target throttle opening degree based on a target charging efficiency which is increasing, in a case of shifting to an acceleration operation, by using a prediction model expressing dynamic characteristics of an internal combustion engine. When it is predicted that temporary reduction occurs to the charging efficiency of the fresh air, the control device calculates the target throttle opening degree by a second arithmetic operation by which an increase speed of a throttle opening degree is restrained more than by the first arithmetic operation, instead of calculating the target throttle opening degree by the first arithmetic operation.

Control device for internal combustion engine for selecting operation to calculate target throttle opening degree based on prediction of temporary reduction in charging efficiency of fresh air in acceleration

An internal-combustion engine includes an EGR device that recirculates a portion of exhaust gas, as EGR gas, from an exhaust passage to an intake passage through an EGR valve. A control device for the control device is configured to perform: EGR ratio estimation processing that calculates, by using an estimation model, an estimated EGR ratio; and estimation model update processing that updates the estimation model. The estimation model is configured to calculate the estimated EGR ratio based on a pressure parameter being a ratio of or a difference between gas pressures upstream and downstream of the EGR valve. The pressure parameter is represented by a pressure parameter model that is updatable. The estimation model update processing includes: calculating an actual EGR ratio; and updating the pressure parameter model such that the estimated EGR ratio becomes closer to the actual EGR ratio.

Control device for internal-combustion engine

A target air amount for achieving a requested torque is back-calculated from the requested torque using a virtual air-fuel ratio. The virtual air-fuel ratio is changed from a first air-fuel ratio to a second air-fuel ratio in response to a condition for switching an operation mode from operation in the first air-fuel ratio to operation in the second air-fuel ratio being satisfied. After the virtual air-fuel ratio is changed from the first air-fuel ratio to the second air-fuel ratio, an interval of time passes and the target air-fuel ratio is then switched from the first air-fuel ratio to a third air-fuel ratio that is an intermediate air-fuel ratio between the first air-fuel ratio and the second air-fuel ratio. The target air-fuel ratio is temporarily held at the third air-fuel ratio, and is thereafter switched from the third air-fuel ratio to the second air-fuel ratio.

Control device for internal combustion engine

It is an object of the invention to enhance the possibility of realizing a required torque in a supercharging region where scavenging occurs in a control apparatus for a supercharged engine. In order to achieve this object, the control apparatus for the supercharged engine according to the invention determines an operation amount of an intake valve driving device from a target in-cylinder air amount that is calculated from a required torque, and determines an operation amount of a throttle from a target intake valve passing air amount that is obtained by adding an amount of air blowing through an interior of a cylinder to the target in-cylinder air amount.

Control apparatus for supercharged engine

A target first air amount for achieving a requested torque by an operation of an intake property variable actuator is calculated by using a first parameter. A target second air amount for achieving the requested torque by an operation of a turbocharging property variable actuator is calculated by using a second parameter. A value of a first parameter changes to a value that reduces a conversion efficiency of an air amount into torque in response to the requested torque decreasing to a first reference value or lower. Further, a value of the second parameter starts to change to a direction to reduce the conversion efficiency in response to the requested torque decreasing to a second reference value that is larger than the first reference value, or lower, and gradually changes to a direction to reduce the conversion efficiency in accordance with the requested torque further decreasing from the second reference value to the first reference value. The target air-fuel ratio is set at a first air-fuel ratio in a period in which the requested torque is larger than the first reference value, and is switched to a second air-fuel ratio which is leaner than the first air-fuel ratio in response to a decrease of the requested torque to the first reference value or lower.

Controlling device for internal combustion engine equipped with turbocharger

A time point trepresents a time point when a turbocharged engine is brought into a decelerating state, and an opening degree of a throttle valve is decreased. A time point trepresents a time point when an opening command to an ABV is issued. When the ABV has an abnormality, and when a WGV is stuck open, a turbocharging pressure before the time point tshows a tendency to fall below a target turbocharging pressure, and a turbocharging pressure after the time point treduces slowly to approach a predetermined pressure. When the WGV is stuck closed, a turbocharging pressure before the time point tshows a tendency to exceed the target turbocharging pressure, and the turbocharging pressure after the time point treduces with vigor to approach the predetermined pressure.

There is provided an art of performing correction of a coefficient in a model calculation formula of an intake valve model that is applied to an internal combustion engine including a turbocharger, in a wide engine operation region. An amendment value &#x3b1; of a map value a in a correction value calculating operation region is calculated (step), and a straight line expressing a relation of a turbocharging pressure Pcmp and a cylinder air filling rate KL is calculated (step S). A point (Pcmp, KL) on the calculated straight line is specified (step S), and correction of the map value a is performed (step S). Thereby, a correction value a' of the map value a in an operation region that differs in the turbocharging pressure Pcmp from the correction value calculating operation region is calculated. Similarly, the correction value a&#x2032; of the map value a in an operation region that differs in valve opening timing EXVT from the correction value calculating operation region, and the correction value a&#x2032; of the map value a in an operation region that differs in an engine speed NE from the correction value calculating operation region are calculated (steps Sand S).

A target air amount for achieving a requested torque is back-calculated from the requested torque using a virtual air-fuel ratio. The virtual air-fuel ratio is changed from a first air-fuel ratio to a second air-fuel ratio in response to a condition for switching an operation mode being satisfied. After the virtual air-fuel ratio is changed, the target air-fuel ratio is maintained at the first air-fuel ratio until the ignition timing reaches a retardation limit. Subsequently, in response to the ignition timing reaching the retardation limit, the target air-fuel ratio is switched from the first air-fuel ratio to a third air-fuel ratio. After switching of the target air-fuel ratio, in response to a difference between the target air amount and an estimated air amount becoming equal to or less than a threshold value, the target air-fuel ratio is switched from the third air-fuel ratio to the second air-fuel ratio.

Control device for internal combustion engine with turbocharger

Respective learned values of four parameters, that are an intake valve working angle deviation amount, an exhaust valve working angle deviation amount, an intake valve timing deviation amount and an exhaust pressure loss deviation amount, are calculated based on learned values of an intake valve flow rate error that are obtained under at least four different operating conditions. A correction amount with respect to an intake valve flow rate that is calculated with an intake valve model equation is calculated based on respective learned values of the four parameters using an intake valve flow rate error model equation in which coefficients are represented by functions of state quantities of an engine that include an engine speed and an intake pipe pressure.

In response to decrease of a requested torque to a reference value or smaller, a value of a virtual air-fuel ratio that is used in calculation of a target air amount for achieving the requested torque is changed from a first air-fuel ratio to a second air-fuel ratio that is leaner than the first air-fuel ratio. The target air amount is calculated backwards from the requested torque by using the virtual air-fuel ratio. After the value of the virtual air-fuel ratio is changed from the first air-fuel ratio to the second air-fuel ratio, the target air-fuel ratio is switched from the first air-fuel ratio to the second air-fuel ratio. A target EGR rate is calculated by using the virtual air-fuel ratio. The target EGR rate is preferably determined by minimum value selection between a first target value of an EGR rate that is calculated by using the virtual air-fuel ratio, and a second target value of the EGR rate that is calculated by using the target air-fuel ratio.

Controlling device for internal combustion engine

A target air amount for achieving a requested torque is back-calculated from the requested torque using a parameter that provides a conversion efficiency of an air amount to torque. The value of the parameter gradually changes to lower the conversion efficiency as the requested torque decreases from a second reference value towards a first reference value. The first reference value is calculated based on the engine speed. The second reference value is calculated based on an air amount with which the first reference value is achieved under a second air-fuel ratio, and a first air-fuel ratio. The target air-fuel ratio is set to the first air-fuel ratio when the requested torque is greater than the first reference value, and is switched from the first air-fuel ratio to the second air-fuel ratio when the requested torque decreases to a value equal to or less than the first reference value.

A target air amount for achieving a requested torque is calculated from the requested torque by using a virtual air-fuel ratio. The virtual air-fuel ratio is changed from a first air-fuel ratio to a second air-fuel ratio in response to a condition for switching an operation mode from an operation by the first air-fuel ratio to an operation by the second air-fuel ratio being satisfied. After the virtual air-fuel ratio is changed from the first air-fuel ratio to the second air-fuel ratio, a target air-fuel ratio is switched from the first air-fuel ratio to the second air-fuel ratio. After the virtual air-fuel ratio is changed from the first air-fuel ratio to the second air-fuel ratio, a target valve timing is switched from a first valve timing to a second valve timing.

A control device to detect abnormality of a supercharging pressure sensor accurately in an internal combustion engine equipped with a supercharger that can change a supercharging pressure by operation of an actuator. The control device operates an actuator so that a supercharging pressure measured by a supercharging pressure sensor becomes a target supercharging pressure, acquires a measured value of a flow rate of air flowing in an intake passage, and calculates an estimated supercharging pressure based on the measured air flow rate. The control device sets a first abnormality flag when a first simultaneous inequality is established, which is a simultaneous inequality evaluating magnitude correlation between the measured supercharging pressure, the target supercharging pressure and the estimated supercharging pressure, and is not established when the supercharging pressure sensor is normal.

Control device for internal combustion engine equipped with supercharger

An internal combustion engine having a controller for controlling the propriety of the target throttle opening degree is confirmed with a reference throttle opening degree as a reference by a monitoring device. The target throttle opening degree is calculated based on a target intake air quantity and a measured value or an estimated value of a supercharging pressure by using an inverse model of an air model expressing a dynamic relation that is established among the supercharging pressure, a throttle opening degree and an intake air quantity, by a first arithmetic unit.

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Odawara, Japan

Satoru Tanaka