Toyota Jidosha Kabushiki Kaisha

Fujitsu Ten Limited

Kabushiki Kaisha Toyota Jidoshokki

Takao Fukuma

Toshio Takaoka

Keisuke Tsukamoto

Hirofumi Yamasaki

Shigeki Nakayama

Yasuo Harada

Tomihisa Oda

Kiyoshi Yagi

Daichi Imai

Teruhiko Miyake

Akio Matsunaga

Takamitsu Asanuma

Hiromasa Nishioka

Hiroshi Okano

Junichi Matsuo

Kazuhiro Umemoto

Yoshihisa Tsukamoto

Tomoyuki Ono

Satoshi Yamazaki

Toshio Suematsu

Tomomi Onishi

Yoshiyuki Takahashi

Yusuke Nozaki

Yuka Nakata

Shuichi Kubo

Kouhei Yoshida

Yoshiki Takatori

Yoshitsugu Suzuki

A temperature sensor includes temperature detecting means and at least one of a catalyst and an adsorbent applied to the surface of the temperature detecting means. At least one of the catalyst and the adsorbent catalyzes an exothermic reaction of a reactant in gas on the temperature detecting means. A temperature that is increased by the exothermic reaction is detected by the temperature detecting means. The catalytic efficiency for the exothermic reaction of at least one of the catalyst and the adsorbent is reduced by sulfur poisoning. The temperature sensor is disposed upstream of an exhaust purification system. Accordingly, it is determined that the temperature sensor is subjected to sulfur poisoning if the temperature detected by the temperature sensor is below a prescribed temperature.

Temperature sensor, sulfur component detector, and exhaust purification system for internal combustion engine

A soot generation amount estimation apparatus obtains a generation speed of a precursor of soot (accordingly, the concentration of the precursor) in consideration of formation of the precursor from fuel, thermal decomposition of the formed precursor, and formation of soot from the formed precursor, and estimates a generation speed of soot (accordingly, the concentration of soot (the generation amount of soot)) in consideration of formation of soot from the precursor, which depends on the concentration of the precursor, and oxidation of the formed soot. The apparatus employs a reaction model in which the reaction process in which soot is generated from fuel is divided into two steps; i.e., a reaction process in which a precursor is generated from fuel and a reaction process in which soot is generated from the precursor. Thus, phenomena, such as a 'delay in soot generation' in the reaction process in which soot is generated from fuel, can be accurately simulated.

Soot generation amount estimation apparatus for internal combustion engine

This control apparatus obtains a relation (trade-off line) between NOx generation amount and PM generation amount with EGR ratio serving as a parameter from an NOx generation amount estimation model which calculates the NOx generation amount on the basis of the oxygen mole concentration of intake gas and a PM generation amount estimation model which calculates the PM generation amount on the basis of an excess air factor. Further, the control apparatus obtains a straight line (ratio determination line) which passes through a point (appropriate point A) corresponding to a combination of steady-condition appropriate values of the NOx generation amount and the PM generation amount under the present operating conditions and which has a slope K determined in consideration of a regulation value based on a law relating to emission control. The control apparatus uses an intersection (target point B) between the trade-off line and the ratio determination line as an emission target value, and sets an EGR ratio target value Regrt to an EGR ratio corresponding to the target point B.

Control apparatus for internal combustion engine

A warm-up system is provided for an internal combustion engine equipped with a COabsorbing and releasing agent that absorbs COat a temperature in a first temperature range and releases the COat a temperature in a second temperature range that is higher than the first temperature range. The warm-up system increases a temperature of the COabsorbing and releasing agent to reach the second temperature range such that the COreleased from the COabsorbing and releasing agent is supplied to a component of the internal combustion engine such as an intake manifold and an exhaust gas purification catalyst.

Warm-up method and warm-up system for internal combustion engine

An exhaust control apparatus applied to an internal combustion engine in which intake sides of a plurality of cylinder groups are connected to a common intake passage and exhaust sides thereof are connected to different exhaust passages, comprises an exhaust gas flow amount adjusting device for causing a flow amount of exhaust gas, which is discharged through each of the exhaust passages of the cylinder groups, to be changed, an exhaust gas flow amount difference estimating device for estimating a difference in an exhaust gas flow amount between the exhaust passages of the cylinder groups, and an exhaust gas flow amount control device for controlling the exhaust gas flow amount adjusting device so as to reduce the estimated difference in the exhaust gas flow amount.

Exhaust control apparatus of internal combustion engine and exhaust gas flow amount estimating method

Parameters for control of engine operation are operated for each operating state for establishment of compliance, whereby the output values are made compliance targets. This compliance operation is performed by first determining the adjustment sequences and adjustment directions for a plurality of parameters for reducing the output values exceeding the compliance targets and then sequentially operating these parameters in accordance with the determined adjustment sequence and in the determined adjustment direction.

Automatic compliance device, automatic compliance method, automobile, and storage medium

An EGR control device is provided with an EGR control valve () and an electronic control unit (). An exhaust gas recirculation pipe () extends across the EGR control valve (). The electronic control unit calculates a target EGR ratio, a target air flow rate, an actual EGR ratio, and an actual air flow rate, on the basis of operational state quantities of an engine. The electronic control unit then calculates, as a target converted EGR ratio, a ratio of the target EGR ratio to the target air flow rate, calculates, as an actual converted EGR ratio, a ratio of the actual EGR ratio to the actual air flow rate, and controls an opening of the EGR control valve such that the target converted EGR ratio becomes equal to the actual converted EGR ratio. An actual converted EGR ratio is proportional to an intake-air oxygen concentration, and an actual converted EGR ratio and a target converted EGR ratio are calculated independently of a command injection amount. Therefore, a desired intake-air oxygen concentration is obtained irrespective of flow rate characteristics of injection valves.

EGR control device and method for internal combustion engine

A control apparatus for a motor vehicle is provided in which each of a plurality of output values of the vehicle varies depending upon a plurality of input control parameters for controlling the vehicle. The control apparatus changes the input control parameter or parameters so that each of the output values becomes substantially equal to a corresponding target output value. The control apparatus then determines adapted values of the input control parameters, based on values of the input control parameters obtained when each of the output values becomes substantially equal to the corresponding target output value or falls within a permissible adaptation range of the target output value.

Control apparatus for motor vehicle and storage medium

An amount of pressurized fluid is pumped by a high-pressure fluid pump to a common rail in an engine by using a multi-functional control circuit (ECU) that improves the controllability of fluid pumped to the common rail such that a target pressure in the common rail is achieved notwithstanding the loss of fuel injected from the common rail into the engine's cylinders nor the variety of pressure losses or deviations occurring throughout the system. The ECU sets a base fluid pumping amount based on a target value of pressure in the common rail and an amount of fluid ejected from the common rail. The ECU also calculates a fluid pumping amount required to cause the actual pressure of the common rail to follow a change of a target pressure of the common rail according to the amount of change of the target pressure. The ECU sets the sum of the basic fluid pumping amount, the required fluid pumping amount and a carried-over amount of fluid, as a set value of the fluid pumping amount to achieve target pressure in the common rail. If the set value of the fluid pumping amount exceeds a predetermined capacity of the fluid pump, the ECU sets a difference between the set value of the fluid pumping amount and the predetermined capacity as the carried-over amount of fluid that is carried over to a next setting of fluid pumping amount, thereby reflecting the difference therebetween in a next set value of the fluid pumping amount so that the target pressure in the common rail may be achieved via a plurality of pumping sequences including any carried over fluid amounts.

Fluid pump control apparatus and method

The fuel injection control device includes an electronic control unit (ECU) for controlling a fuel injection amount of the diesel engine of an automobile. The ECU determines a basic fuel injection amount in accordance with the engine operating condition such as the amount of depression of the accelerator pedal, the intake air amount and the engine speed. Further, the ECU estimates the magnitude of the torsional vibration of the output shaft system of the engine when the basic fuel injection amount of fuel is supplied to the engine using a model of the output shaft system. The ECU performs a feedforward control based on the estimated magnitude of the torsional vibration and corrects the basic fuel injection amount so that the torsional vibration becomes small. Therefore, the fuel injection amount is corrected to attenuate the torsional vibration before the torsional vibration actually occurs.

Fuel injection control device for an internal combustion engine

A combustion engine with an EGR apparatus has an EGR path connecting an exhaust path and an intake path. An EGR control valve is mounted in the EGR path for controlling the amount of flow of an EGR gas flowing from the exhaust path to the intake path. The combustion engine also has an oxygen concentration sensor mounted downstream of a joint of the intake path and the EGR path, and in the intake path, for detecting a concentration of oxygen in an intake air. The intake air contains the EGR gas and an air introduced from an atmosphere via the intake path. The combustion engine also has converted actual EGR ratio calculating means for calculating a converted actual EGR ratio on the basis of the concentration of oxygen in the intake air detected by the sensor. The converted actual EGR ratio is a ratio of an actual EGR ratio to an actual air ratio. The actual EGR ratio is a ratio of the amount of the EGR gas to the amount of the intake air.

Combustion engine with EGR apparatus

A control apparatus for an internal combustion engine with an exhaust gas recirculation system is disclosed. The control apparatus grasps an optimum relational expression between an excess air ratio and an EGR rate in a transient engine operating condition changing to a certain engine operating condition. Each combination of the excess air ratio and the EGR rate on the relational expression optimizes an amount of generated paticulates and an amount of generated NO.sub.x. The relational expression contains a combination of an optimum excess air ratio and an optimum EGR rate in the certain engine operating condition. The apparatus determines one of a current excess air ratio and a current EGR rate and controls the exhaust gas recirculation system so as to realize the other of an excess air ratio and an EGR rate satisfying the relational expression with respect to one of the current excess air ratio and the current EGR rate.

Control apparatus for an internal combustion engine

A lean burn internal combustion engine has a basic fuel injection amount calculated and multiplied by a lean correction factor, the resulting amount controls the air fuel ratio of the engine. The lean correction multiplied by factor is calculated from a first map based on intake pressure and engine speed. However, when the degree of opening of the throttle valve is larger than a predetermined value, a second correction map based on the degree of opening of the throttle valve and engine speed is used to obtain the lean correction factor. When the second correction map is employed, an ignition timing map based on the degree of opening of the throttle valve and engine speed is used to obtain an ignition timing; instead of the usual ignition timing, based on intake pressure and engine speed.

Lean burn internal combustion engine

An air intake system for a fuel injection engine having cylinders equipped with a swirl port and a conventional straight port. The air intake system comprises a swirl control valve for opening or closing the inlet air passage to the straight port, and further comprises an adapter piece installed in the division wall separating the inlet air passages into the swirl port and the straight port. An aperture communicating both inlet air passages is formed in the adapter piece, and the size thereof is optimized in consideration of the size of an air induction hole disposed in the swirl control valve, to thereby obtain a larger operation area of the air fuel ratio of the lean air fuel mixture supplied to the engine.

Air intake system for a fuel-injection engine

An air-fuel ratio control device for an engine, by which the air-fuel ratio of the air-fuel mixture supplied to the engine is changed. The device set the air-fuel ratio to a lean mixture when the engine load is lower than a set load value and predetermined set speed, and when the engine load become higher than the set load value, or the engine speed exceeds the set speed, the device switches the air-fuel ratio from a lean mixture to a rich mixture to obtain higher engine output. The set load value is varied in accordance with the engine speed such that it is reduced as the engine speed is increased.

Growing community of inventors

Susono, Japan

Takao Fukuma