Toyota Jidosha Kabushiki Kaisha

Shigeyuki Urano

Takashi Tsunooka

Shinichi Mitani

Satoshi Yoshizaki

Yasuyuki Irisawa

Keisuke Sasaki

Masakatsu Nagai

Akira Satou

Yoshihiro Sakayanagi

Shigemasa Hirooka

Kota Sata

Akira Sato

Masanori Hayashi

Akio Furuishi

Rui Onoda

Yuusuke Suzuki

Sinichi Mitani

Aspects of the disclosure are directed to controller for an internal combustion engine. The controller can, in each combustion cycle that composes a change cycle, calculate an average of control amounts from a first combustion cycle to an nth (1&#x3c;=n&#x3c;=N) combustion cycle and calculate an error of the average with respect to an average of a reference normal population. Further, the controller can set both a positive threshold and a negative threshold based on a standard error of the reference normal population in the case where the number of data is n. Subsequently, the controller can change the operation amount to make the error approach the positive threshold or the negative threshold when the error exceeds neither the positive threshold nor the negative threshold at any combustion cycle.

Controller for internal combustion engine

A controller according to the present disclosure, in each combustion cycle that composes a change cycle, calculates the average &#x3bc;of control amounts from the first combustion cycle to the nth (1&#x3c;=n&#x3c;=N) combustion cycle and calculates the error &#x3bc;-&#x3bc;of the average &#x3bc;with respect to the average &#x3bc;of a reference normal population. Also, the controller sets both a positive threshold Z*&#x3c3;/nand a negative threshold &#x2212;Z*&#x3c3;/nbased on the standard error &#x3c3;/nof the reference normal population in the case where the number of data is n. Then, the controller chooses an operation amount to be changed from a plurality of operation amounts, based on a comparison between a series of the errors &#x3bc;-&#x3bc;and a series of the positive thresholds Z*&#x3c3;/nand a comparison between the series of the errors &#x3bc;-&#x3bc;and a series of the negative thresholds &#x2212;Z*&#x3c3;/n.

A controller for an internal combustion engine includes a crank angle detector and an ECU. The ECU is configured to: (a) calculate a mass fraction burned; (b) acquire the crank angle, which is detected by the crank angle detector when the mass fraction burned reaches a predetermined mass fraction burned, as a specified crank angle; and (c) control at least one of an amount of fuel injected, an amount of intake air, or ignition energy on the basis of a first difference. The first difference is a difference between a first parameter and a second parameter. The first parameter is a crank angle period from an ignition time to the specified crank angle or a correlation value of the crank angle period. The second parameter is a target value of the crank angle period or a target value of the correlation value.

A control apparatus for an internal combustion engine is configured, during a slightly stratified-charge lean-burn operation, to: calculate a basic total fuel injection amount based on a required torque; calculate a compression stroke injection amount based on an ignition delay index value; calculate, as a basic main injection amount, a value obtained by subtracting a compression stroke injection amount from the basic total fuel injection amount; calculate, based on an output value of an in-cylinder pressure sensor, an actual specified combustion index value that represents a main combustion speed or a combustion fluctuation rate; calculate a main injection correction term based on a result of a comparison between a target specified combustion index value or a tolerable specified combustion index value, and the actual specified combustion index value; and calculate a main injection amount by adding the main injection correction term to the basic main injection amount.

Control apparatus for internal combustion engine

An internal combustion engine is provided that executes fuel injection and ignition with respect to a cylinder that remains stopped in an expansion stroke, and that performs ignition startup that starts up the internal combustion engine by rotationally driving a crankshaft by pressure of combustion accompanying the fuel injection. A motor generator (MG) that can rotationally drive the crankshaft is provided. A required assist torque Ast_trq exerted by the MG at the time of ignition startup is determined based on a maximum value Cyl_prss of an in-cylinder pressure that is detected by an in-cylinder pressure sensor at the time of ignition startup. The MG is controlled at the time of ignition startup based on the required assist torque Ast_trq that is determined.

Control apparatus for a vehicle

A control device for an internal combustion engine is provided that can detect the adherence of deposits to a cylinder pressure sensor without subjecting the internal combustion engine to an impact or the like. A control device for an internal combustion engine equipped with a cylinder pressure sensor detects changes in the sensitivity of the cylinder pressure sensor. If the control device detects a decrease in the sensitivity of the cylinder pressure sensor after detecting an increase in the sensitivity of the cylinder pressure sensor, the control device determines that deposits are adhered to the cylinder pressure sensor.

Control device for internal combustion engine

An intra-cylinder pressure sensor fault diagnostic device that ensures an opportunity for fault diagnosis in a wide operation region, and can accurately detect an intra-cylinder pressure with a high S/N ratio. The fault diagnostic device for an intra-cylinder pressure sensor, which outputs a value corresponding to an intra-cylinder pressure of an internal combustion engine delays ignition timing so that firing timing comes after a compression top dead center to generate peaks of the intra-cylinder pressure before firing and after firing respectively. When the ignition timing is delayed, at least one of an output value of the intra-cylinder pressure sensor in the peak of the intra-cylinder pressure before firing (hereinafter, called a pre-firing output peak value) and a crank angle thereof is detected. A fault of the intra-cylinder pressure sensor is determined by using at least one of the pre-firing output peak value and the crank angle thereof.

Intra-cylinder pressure sensor fault diagnostic device and intra-cylinder sensor sensitivity correction device provided with same

In a control device for an internal combustion engine according to the present embodiment, the control device includes: cooling units arranged on a path where a coolant is circulated, and cooling an exhaust gas of an engine with the coolant flowing through the cooling units; an atmospheric pressure sensor detecting an atmosphere pressure; and ECUs deciding whether or not to perform an exhaust gas temperature control for suppressing a temperature of the exhaust gas based on whether or not a heat quantity is more than a decision value, and correcting the decision value to be lower as the atmosphere pressure is lower.

An object of the present invention is to be able to execute motor assist only when it is necessary at a time of starting an engine, and drive a motor efficiently. An engineincludes a starter motorfor aiding in starting, and performs motor assist by the starter motorin accordance with necessity when the engine is to start independently by combustion. An ECUpredicts a torque Tthat is generated in an initial explosion cylinder at a time of starting before actual combustion, and performs independent starting without driving the motor, when the prediction torque Tis a starting request torque Tsor more. When the prediction torque Tis less than the starting request torque Ts, the ECUdrives the motorand performs starting by motor assist. Thereby, power consumption of a battery and the like can be suppressed by decreasing wasteful drive of the motor, and the starter motorcan be efficiently driven while startability is secured.

In a control of an internal combustion engine control apparatus, the control apparatus includes: a fuel tank that stores a fuel; a vaporized fuel tank that is connected to an intermediate portion of an intake passageway of an internal combustion engine and that stores a vaporized fuel that is formed by vaporization of the fuel; an in-tank fuel supply device that supplies the fuel from the fuel tank into the vaporized fuel tank; and a normally-closed vaporized fuel supply valve that opens and closes a connecting portion between the vaporized fuel tank and the intake passageway. The control apparatus estimates air/fuel ratio in the vaporized fuel tank, and produces the vaporized fuel in the vaporized fuel tank by driving the in-tank fuel supply device, with the vaporized fuel supply valve closed, until the estimated air/fuel ratio becomes substantially zero, during operation of the engine. At the time of starting the engine, the control apparatus supplies the vaporized fuel stored in the vaporized fuel tank into the intake passageway by opening the vaporized fuel supply valve.

Internal combustion engine control apparatus and control method for internal combustion engine control apparatus

An engine includes a normal fuel tank, fuel gas tank, an in-tank injection valve and a fuel gas supply valve. During operation of the engine, in a state where the fuel gas supply valve is closed, a fuel is injected into the fuel gas tank through the in-tank injection valve to generate a fuel gas by vaporizing the fuel. The fuel gas is stored in the fuel gas tank and is maintained in the gas phase due to the natural decompression even after the engine is stopped. To start the engine, the fuel gas supply valve is opened to supply the fuel gas in the fuel gas tank to a surge tank. Thus, compared with the case where the fuel gas is generated at the start of the engine, the fuel gas can be quickly supplied into the cylinder, so that the ability to start the engine is improved.

Fuel supply system for internal combustion engine

In an internal combustion engine having an in-cylinder pressure sensor provided on each cylinder, an in-cylinder pressure detection value is corrected into an absolute pressure using an absolute pressure correction value Pr by calculating the absolute pressure correction value Pr (=(PV&#x2212;PV)/(V&#x2212;V)) from in-cylinder pressure detection values Pand P, in-cylinder volumes Vand V, and a specific heat ratio K at predetermined crank angles &#x3b8;and &#x3b8;during the adiabatic compression stroke from IVC to the ignition timing. When the adiabatic compression stroke (ignition timing&#x2212;IVC) is shorter than a predetermined crank angle period CA, the ignition timing is delayed. When the adiabatic compression stroke is longer than or equal to CA, IVC is advanced. Preferably, a torque variation is suppressed by controlling the ignition timing of each cylinder before IVC is advanced.

A control device for an internal combustion engine. An object of the present invention is to provide a control device for an international combustion engine for highly accurate absolute pressure correction irrespective of the length of an adiabatic compression stroke period. When the number of cylinders in an engine is n (n is an integer of 2 or more), an adiabatic compression stroke period of one cylinder preceding another cylinder to be corrected into its absolute pressure by a 1/n cycle (ignition timing &#x2014;IVC) is compared with a threshold CA(step). In the step, the absolute pressure correction is carried out based on PV=constant when the adiabatic compression stroke period is longer than the threshold CA(step). On the other hand, the absolute pressure correction is carried out based on a value Pdetected by an intake pipe pressure sensor when the adiabatic compression stroke period is shorter than the threshold CA.

A control device for an internal combustion engine according to the present embodiment, includes: cooling unitsL andR arranged on a path where a coolant is circulated, and cooling an exhaust gas of the internal combustion engine with the coolant flowing through the cooling unitsL andR; and ECUsL andR estimating a heat quantity of the exhaust gas, and deciding whether or not to prohibit an idle reduction control in response to the estimated heat quantity of the exhaust gas.

A control apparatus and control method is provided for an internal combustion engine that includes a vaporized fuel tank in which vaporized fuel is stored, and a normally-closed vaporized fuel supply valve that opens and closes a connecting portion between the vaporized fuel tank and a surge tank. This apparatus and method produce vaporized fuel by injecting fuel into the tank while the vaporized fuel supply valve is closed while the engine is operating, then open the vaporized fuel supply valve at engine startup and supply the vaporized fuel stored in the tank to the surge tank. If there is no vaporized fuel remaining in the vaporized fuel tank when the engine stops, vacuum is generated in the vaporized fuel tank by temporarily opening the vaporized fuel supply valve before the engine stops. Vaporized fuel is then produced by injecting fuel into the vaporized fuel tank in this vacuum state.

Growing community of inventors

Susono, Japan

Shigeyuki Urano