Mazda Motor Corporation

Mazda Motor Corporat Ion

Takeatsu Ito

Daisuke Umetsu

Daisaku Ogawa

Chikako Ohisa

Osamu Sunahara

Yasunori Takahara

Takahiro Kawamura

Kenko Ujihara

Shinji Takayama

Tomokuni Kusunoki

Yuichiro Akiya

Yugou Sunagare

Yuto Matsushima

Michio Ito

Masahiro Nagoshi

Kota Maekawa

Takuo Hirano

Kunihiro Shishima

Taizo Ohmae

Atsushi Yamasaki

Keitaro Ezumi

Kenji Sasaki

Hiroyuki Kurita

Kouji Miyamoto

Manabu Shibakawa

Naoto Kawahara

Hidenobu Nakashima

Toshiyuki Yamaguchi

Kenji Tanaka

Reiji Okita

Eijiro Tanaka

Kyohei Ike

Kenji Okada

Kensaku Oguri

Yosuke Ishii

Kazuya Ohsumi

Naoya Sugano

Atsunori Tsukuda

Hiroshi Yoshida

Keisuke Ohtsuka

Kentaro Kimura

Yoshimitsu Fukuda

A control unit performs a vehicle attitude control to reduce a torque generated by an engine when an increase in a steering angle exceeds a standard increase, and a spark ignition controlled compression ignition combustion in a predetermined operating range. In the spark ignition controlled compression ignition combustion, switching of an air-fuel ratio mode is performed between a first air-fuel ratio mode (&#x3bb;&#x3e;1) is formed and a second air-fuel ratio mode (in which a mixed gas of &#x3bb;&#x2264;1) is formed. If the switching of the air-fuel ratio mode is requested without the vehicle attitude control, the control unit allows performing the requested switching of the air-fuel ratio mode. In contrast, if the mode switching is requested in a state where the vehicle attitude control is requested, the control unit disallows switching of the air-fuel ratio mode even when the switching of the air-fuel ratio mode is requested.

Engine control method and engine system

An engine control method includes a step of setting combustion mode in which a first combustion mode in which a mixed gas is combusted by propagating flame or a second combustion mode in which the mixed gas is combusted by self-ignition is selected, a step of setting air-fuel ratio mode in which a lean first air-fuel ratio mode or a second air-fuel ratio mode equal to or richer than a theoretical air-fuel ratio is selected, a step of setting torque reduction in which a torque reduction amount by which a torque generated by an engine is reduced based on a steer angle of a steering wheel, and a suppressing step in which reducing the torque generated by the engine based on the torque reduction amount set in the step of setting torque reduction is suppressed.

When an incremental amount of a steering angle exceeds a reference incremental amount, an ECUexecutes vehicle attitude control of reducing an output torque of an engine, and, in a given operating range, drives a spark plugto allow an air-fuel mixture to be self-ignited at a given timing, thereby executing SPCCI combustion. When there is a request for an additional deceleration from the vehicle attitude control (#12: YES) and the SPCCI combustion is performed (#13: YES), the ECUprohibits ignition retardation and performs torque reduction for the vehicle attitude control, by fuel amount reduction control of reducing the amount of fuel to be supplied into a cylinder(#14). On the other hand, when the SPCCI combustion is not performed (NO in #13), the ECUperforms the ignition retardation to attain the torque reduction for the vehicle attitude control (#15).

An engine control device is provided, which includes an engine body where a cylinder is formed, an exhaust passage through which exhaust gas discharged from the engine body circulates, a NOsensor disposed in the exhaust passage and configured to detect a concentration of NOin the exhaust gas, an injector configured to change an air-fuel ratio inside the cylinder, an in-cylinder temperature changer configured to change a temperature inside the cylinder, and a controller configured to control the injector and the exhaust shutter valve. The controller controls the injector based on a detection value of the NOsensor to variably set the air-fuel ratio inside the cylinder, and when a particular condition that the air-fuel ratio inside the cylinder is leaner than a preset upper limit is satisfied, and causes the in-cylinder temperature changer to raise the temperature inside the cylinder.

Engine control device

A controller for an engine estimates a temperature of the exhaust gas and controls the engine according to the estimated exhaust temperature. The controller changes the air-fuel ratio to a stoichiometric air-fuel ratio or leaner. The controller calculates the progress of combustion on the basis of signals of sensors, and estimates an exhaust temperature. In the case where the air-fuel ratio is the stoichiometric air-fuel ratio, the controller estimates the exhaust temperature on the basis of the progress of the combustion, the engine temperature, and a first relationship that is at least defined between the progress of the combustion and the exhaust temperature, . In the case where the air-fuel ratio is lean, the controller estimates the exhaust temperature on the basis of the progress of the combustion, the engine temperature, and a second relationship that differs from the first relationship.

Engine controller

When an incremental amount of a steering angle exceeds a reference incremental amount, an ECUexecutes vehicle attitude control of reducing an output torque of an engine, and, in a given operating range, drives a spark plugin a manner allowing an air-fuel mixture to be self-ignited at a given timing, thereby executing SPCCI combustion. When there is a request for an additional deceleration from the vehicle attitude control (#: YES), and the SPCCI combustion is performed (#: YES), the ECUexecutes fuel amount reduction control of reducing the amount of fuel to be supplied into a cylinder(#), so as to attain torque reduction for the vehicle attitude control. On the other hand, when the SPCCI combustion is not performed (#: NO), the ECUexecutes ignition retardation control of retarding an ignition timing of the spark plug(#).

An engine control device is provided, which includes an ignition plug configured to ignite mixture gas inside a cylinder of the engine, an injector configured to change an air-fuel ratio inside the cylinder, a NOsensor, and a controller including a processor. The controller performs a first control to control the ignition plug so that ignition is performed at a basic ignition timing or an ignition timing after the basic timing is corrected based on a combustion state of the mixture gas, and a second control to control the injector so that a NOconcentration approaches a given target value. When the ignition timing is corrected by the first control to a retarding side, the controller suspends a correction to a richer side even if the NOconcentration is a concentration at which the air-fuel ratio is corrected to the richer side by the second control.

An engine control device that can suppress thermal degradation of a particulate filter is provided. The device executes a fuel injection control module that restricts the supply of fuel by an injector if a fuel cutting condition is satisfied, an accumulation estimation module that estimates the accumulated amount of soot trapped in a GPF, and a regeneration control module that performs regeneration control for regenerating the GPF by burning soot if the accumulated soot amount exceeds a predetermined setting amount. A fuel cut prohibition line is set in advance and defines a prohibition temperature at which fuel cutting control is to be prohibited in accordance with the accumulated soot amount. The device further executes a prohibition control module that prohibits performance of fuel cutting control by the fuel injection control module if the temperature of the GPF is higher than the prohibition temperature.

An engine control device is provided, that includes an air amount controller, an ignition timing controller, a basic target torque determinator which determines a basic target torque, a change rate acquirer for acquiring a change rate of a steering operation, a target additional deceleration setter for increasing a target additional deceleration while an increase rate thereof becomes less as the change rate increases, a torque reduction amount determinator for determining an engine torque reduction amount, a final target torque determinator for determining a final target torque, and an actual air amount estimator for estimating an actual air amount introduced into a combustion chamber. The air amount controller determines a target air amount and controls the intake air amount to achieve the target air amount. The ignition timing controller retards the ignition timing more as the actual air amount becomes more excessive with respect to the target amount.

An engine control device for controlling an engine based on a vehicle operating state is provided, that includes a basic target torque determinator for setting a vehicle target acceleration based on an accelerator pedal operation and determining a basic target engine torque based on the vehicle target acceleration, a torque reduction demand determinator for determining whether an engine torque reduction is demanded based on the vehicle operating state other than the accelerator pedal operation, a torque reduction amount determinator for determining an engine torque reduction amount according to the operating state when the torque reduction is demanded, a final target torque determinator for determining as a final target torque an engine torque calculated by subtracting the torque reduction amount from the basic target torque when the torque reduction is demanded, and an engine controller for controlling the engine so as to output the final target torque.

The engine control device comprises a basic target torque-deciding part for deciding a basic target torque based on a driving state of a vehicle, a torque reduction amount-deciding part for deciding a torque reduction amount based on a steering wheel operation state, an TCM for deciding a torque-down demand amount, based on a driving state of the vehicle other than the steering wheel operation state, and a final target torque-deciding part for deciding a final target torque, based on the decided basic target torque, the decided torque reduction amount and the decided torque-down demand amount, wherein the final target torque-deciding part is operable, when there is a torque-down demand, to restrict a change in the final target torque corresponding to a change in the torque reduction amount.

The turbocharged engine control device comprises a basic target torque-deciding part for deciding a basic target torque based on a driving state of a vehicle including an accelerator pedal operation state; a torque reduction amount-deciding part for deciding a torque reduction amount based on a driving state of the vehicle other than the accelerator pedal operation state; a final target torque-deciding part for deciding a final target torque based on the decided basic target torque and the decided torque reduction amount; and an engine output control part for controlling an intake air amount so as to realize a target air amount required for an engine to output the decided final target torque, wherein the engine output control part is operable, when an operating state of the engine falls within a supercharging region, to restrict a reduction in the intake air amount corresponding to a change in the torque reduction amount.

Turbocharged engine control device

The turbocharged engine control device comprises a basic target torque-deciding part for deciding a basic target torque based on a driving state of a vehicle including an accelerator pedal operation state; a torque reduction amount-deciding part for deciding a torque reduction amount based on a driving state of the vehicle other than the accelerator pedal operation state; a final target torque-deciding part for deciding a final target torque based on the decided basic target torque and the decided torque reduction amount; and an engine output control part for controlling the engine so as to cause the engine to output the decided final target torque, wherein the engine output control part is operable, when an operating state of the engine falls within a supercharging region where supercharging by a compressor, to restrict control of the engine corresponding to a change in the torque reduction amount.

A PCM comprises a basic target torque-deciding part for deciding a basic target torque, based on a driving state of a vehicle including an accelerator pedal operation state, a torque reduction amount-deciding part for deciding a torque reduction amount, based on a driving state of the vehicle other than the accelerator pedal operation state, a final target torque-deciding part for deciding a final target torque, based on the decided basic target torque and the decided torque reduction amount, and an engine output control part for controlling an engine to cause the engine to output the decided final target torque, wherein the engine output control part is operable to prohibit switching of an operation mode of the engine from being performed simultaneously with control of the engine according to a change in the final target torque corresponding to a change in the torque reduction amount.

An engine control device to be mounted on a vehicle is provided. The control device includes a transmission state determining module for determining a connection between a stepped transmission and an engine, determining that a gear shift has started if the connection is disengaged from a connected state, and determining that the gear shift has finished if the connection is resumed, a gear position estimating module for estimating a gear position when the gear shift is determined to have started, a target engine speed specifying module for specifying a target engine speed based on the estimated gear position, and a speed control module for controlling an engine speed to the target engine speed when the gear shift is determined to have started.

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Higashihiroshima, Japan

Takeatsu Ito