Toyota Jidosha Kogyo Kabushiki Kaisha

Toyota Jidosha Kabushiki Kaisha

Takayoshi Nakatomi

Keiji Aoki

Kiyoyuki Uchida

Takehisa Yaegashi

Hiroshi Igata

Yoshifumi Yagi

Masaki Mitsuyasu

Hiroharu Miyazaki

Tetsuya Tada

Shinichi Sugiyama

Kuhihisa Hayashi

Kenji Kondo

A device for controlling the slip between driving wheels and a road surface during a start and an acceleration of a vehicle is maintained at a level which ensures a good acceleration and straight line running stability. The device determines a target speed of the rotation of the driving wheels, and controls a drive torque of the driving wheels in such a manner that the actual speed of the rotation of the driving wheels coincides with the target speed. Also, the device detects a friction coefficient between the driving wheels and the road surface, and the slippage of the driving wheels is controlled on the basis of the friction coefficient. Further, the device determines the reliability of the detected friction coefficient, and uses the detected friction coefficient only when the detected friction coefficient is determined to be reliable.

Acceleration slip control device for a vehicle

An acceleration slip control device for a vehicle, by which the slip between driving wheels and a road surface during a start and an acceleration of a vehicle is maintained at level ensuring a good acceleration and straight line running stability. The device controls the slippage of the driving wheel by adjusting a drive torque according to the amount of a deviation of the actual speed of rotation of the driving wheels from a target speed of the driving wheels. The drive torque is controlled in such a manner that the rate of change of the drive torque includes a component proportional to the rate of change of the slippage of the driving wheels and the proportional factor is selected in such a manner that the proportional factor is larger when the component acts to increase the drive torque and is smaller when the component acts to decrease the drive torque.

A slip control device for a vehicle provided with an internal combustion engine, wherein an engine output torque is controlled independently of a depression of the accelerator pedal so that slip at the driving wheels of the vehicle is controlled. A stand-by means is provided and operates, upon a prediction of an occurrence of slip at the vehicle wheels, to close the throttle valve to a stand-by degree of opening thereof before the occurrence of the slip. The stand-by degree of opening of the throttle valve is controlled in accordance with an engine torque of the engine when the occurrence of slip is predicted. Thus the occurrence of slip is effectively prevented and a good acceleration performance obtained.

Traction control system for a vehicle with an internal combustion engine

The absolute intake manifold pneumatic pressure and the atmospheric pressure are selectively detected by a single absolute pneumatic pressure sensor, and the relative intake manifold pneumatic pressure is calculated from the detected values. The detection of the atmospheric pressure by the sensor is carried out only when the engine is operated under a predetermined operating condition.

Method and apparatus for detecting pneumatic pressure in an internal

A fuel injection control apparatus having a pressure detection device for detecting pneumatic pressure in an intake manifold of an internal combustion engine comprises a pressure transducer and a low-pass filter, electrically connected to the transducer, for transmitting an electrical signal from the transducer below a cutoff frequency which is determined to be a frequency equal to or lower than 40 Hz.

Fuel injection control apparatus

A method for controlling an internal combustion engine with a fuel injection valve fitted to its intake manifold. Repeatedly a first quantity representing the desired amount of fuel to be supplied to the combustion chambers in the next fuel injection pulse, a second quantity representing the proportion of fuel in one pulse which will adhere to the walls of the intake system, and a third quantity representing the proportion of fuel adhering to these walls which will be sucked off into the combustion chambers between two successive pulses are determined, based upon sensed values of certain operational parameters. Simultaneously, at proper injection time points in the engine's operational cycle, first from the third quantity and a fourth quantity representing the total fuel amount adhering to the walls a fifth quantity representing the actual fuel amount sucked off from the walls between two successive pulses is determined; then from the first, second, and fifth quantities a sixth quantity representing the actual fuel amount to be injected in the next pulse is determined; then from the sixth and second quantities a seventh quantity representing the actual amount of fuel from the next pulse that will adhere to the walls is determined; next the fourth quantity is updated by adding the seventh and subtracting the fifth quantity, and next the fuel injection valve is opened for a time corresponding to the sixth quantity. A device is also explained, incorporating an electronic computer, which practices this method.

Fuel injected engine control device and method performing wall-adhered

An electronically controlled fuel injection method for controlling a fuel injection valve of an intake system by electric signals characterized in that: from an input level X.sub.n-1 to be fed into a computation section from sensors at a previous fuel injection rate computation time T.sub.n-1, an input level X.sub.n to be fed into the sensors at a present fuel injection rate computation time T.sub.n, a delay time until a physical amount to be detected reaches an input point in the computation section by way of the sensors, and a time A.sub.n at which a cylinder to which a fuel is supplied by an amount based on the present fuel injection rate computation reaches a bottom dead center on a subsequent intake stroke, the following equation is computed; ##EQU1## and, C.sub.n is used as data on the physical amount for executing a present fuel injection rate computation.

Electronically controlled, fuel injection method

An optimum spark timing angle, i.e. spark advance or spark advance angle, is computed for an automobile internal combustion engine by a computing unit on the basis of at least two operational parameters of an engine. An intake manifold vacuum signal during an intake stroke of one cylinder of the engine is stored or delayed a given time, and then an intake manifold vacuum signal and a rotational speed signal of the engine are delivered to a computing unit which computes a spark advance for the specific cylinder.

Spark timing control method and device

This application discloses an electronic fuel injection system in an internal combustion engine. The system comprises: a fuel injector arranged on an intake pipe of the engine; a fuel control circuit for supplying fuel through said injector in response to the intake air quantity of the engine; an intake air flow meter electrically connected to said fuel control circuit; a pressure detector arranged in the intake manifold, said detector being electrically connected to said fuel control circuit; and an engine revolutional speed sensor electrically connected to said fuel control circuit; said fuel control circuit including: a comparing circuit which compares the intake air quantity with a predetermined value; a first control circuit which actuates said fuel injector in response to the output signals of said intake air flow meter and said engine revolutional speed sensor; and a second control circuit which actuates said fuel injector in response to the output signals of said pressure detector and said engine revolutional speed sensor, wherein said fuel control circuit comprises a selecting circuit which selects said first control circuit when the intake air quantity is below the predetermined value, and said second control circuit when the intake air quantity is above the predetermined value.

Electronic fuel injection system in an internal combustion engine

An internal combustion engine provided with an EFI (electronic fuel injection) system, in which the ratio of the amount of air introduced into the engine intake system to the amount of fuel supplied to the combustion chamber is controlled to a predetermined constant ratio irrespective of engine operating conditions, is disclosed. A part of the introduced air is diverted from the intake pipe in accordance with the engine operating condition, and is introduced into the exhaust system or re-introduced into the intake system of the engine when the engine is operating under particular conditions. Thus, a rich air-fuel mixture, which is, for example, suitable for a particular engine operating condition, can be supplied to the engine combustion chamber.

Growing community of inventors

Susono, Japan

Takayoshi Nakatomi