Denso Corporation

Toyota Jidosha Kabushiki Kaisha

Nippon Soken, Inc.

Cataler Corporation

Tomoaki Nakano

Atsushi Koike

Hiroshi Okada

Shuhei Oe

Hideki Suzuki

Hitoshi Noguchi

Yousuke Yamamoto

Yoshihiro Yamashita

Hikaru Kokumai

Kazuhisa Hara

Hisashi Iida

Jun Hasegawa

Masao Kano

Shuzo Oda

Noboru Kitahara

Noriyasu Amano

Kenichi Taki

Akimasa Hirai

Masahiro Shimoya

Yoshiyuki Okamoto

Shinsuke Takakura

Shingo Nakata

Hiroshi Katsurahara

Teruaki Kaifu

Yuusaku Nishimura

Kiyoshi Iwade

Yuji Yabuzaki

Shinsuke Kiyomiya

Shigeru Maeda

Masakazu Murata

Osamu Fukasawa

Yuuki Sakamoto

Masahiro Yokoi

Mitsuharu Inagaki

Jiro Ebihara

Kazuaki Ueda

Shinya Noro

Kazuki Matsuo

Toshihisa Nakajima

Hiroaki Arai

Junji Kato

Genki Suzuki

Masataka Nishikori

Tsuyoshi Kurauchi

Kazuki Sato

Toshikazu Mori

Kota Noguchi

Yutaka Yonekawa

Yoshiyasu Andoh

Yuuiki Sakamoto

Singo Nakata

An air flow rate measurement device includes a flow rate detection unit, a detected flow rate response compensation unit, a pulsation amplitude calculation unit, a correction value calculation unit, and an error correction unit. The flow rate detection unit detects a detected flow rate. The detected flow rate response compensation unit advances a response time of the detected flow rate and calculating a compensation flow rate which is an output obtained by compensating for a response delay of the detected flow rate. The pulsation amplitude calculation unit calculates a pulsation amplitude correlated with a pulsation amplitude in the detected flow rate. The correction value calculation unit calculates a pulsation correction value which is a value for correcting the compensation flow rate based on the pulsation amplitude. The error correction unit corrects the compensation flow rate based on the pulsation correction value.

Air flow rate measurement device

A valve timing controller for controlling a valve timing of an intake valve that opens and closes by a rotation of a camshaft to which a power is supplied from a crankshaft of an internal-combustion engine. The valve timing controller includes a phase changer changing a rotation phase for an adjustment of the valve timing; an electric actuator driving the phase changer; and a control section controlling an operation of the electric actuator, in which the control section performs a start time control process, controlling the valve timing to a rotation starter phase retarded from a preset reference phase at a start of crankshaft rotation, and controlling the valve timing to an engine started phase advanced therefrom after a passing of a top dead center in a first compression process by a piston in a cylinder after the start of crankshaft rotation and before completion of engine start.

Valve timing controller and valve timing control method

A control system for an internal combustion engine has an intake valve, an exhaust valve, and an exhaust purifying catalyst that purifies exhaust gas after combustion of a fuel. During a fuel cut in which no fuel is supplied, a closing timing of the intake valve is controlled to a delayed angle side more than at a timing when the fuel is supplied and to a delayed angle side more than at a timing at a bottom dead center of an intake stroke, and an opening timing of the exhaust valve is controlled to an advanced angle side more than at the timing when the fuel is supplied and to an advanced angle side more than at the timing at the bottom dead center of an expansion stroke.

Control system for internal combustion engine

A power transmission system transmits power from an internal combustion engine to a first and a second auxiliary device through an endless transmitting member. Prior to issuing of an engine start request, the first auxiliary device is actuated to move a tensioner pulley to a given position to increase the degree of tension of the endless transmitting member. The actuation of the first auxiliary device as an engine starter upon the issuing of the engine start request, therefore, enables a drive shaft of the engine to be rotated immediately within a required time to crank the engine. This achieves a quick start of the engine and results in a decrease in amount of time between the issuing of the engine start request and the actual start of the engine.

Structure of power transmission apparatus

A power transmission system transmits power from a drive shaft of an internal combustion engine to a first and a second auxiliary device through a belt. An auto-tensioner extends or contracts to change the tension of the belt. A controller rotates the first auxiliary device in a reverse direction to loosen the belt to cause the auto-tensioner to extend to increase the tension of the belt and calculates a reversing timing when the drive shaft will be reversed as a result of increasing of the tension of the belt. The controller inhibits the tensioner body from contracting immediately before or when the reversing time is reached to keep the tension of the belt at an increased degree, thereby eliminating the slippage of the belt on each pulley without having to finely control the operation of the first auxiliary device when the internal combustion engine is started.

A fuel injection control device for an engine executes a split injection constructed by a fixed injection and a variable injection. A required injection amount of the fixed injection is set in a low range. A required injection amount of the variable injection is set in a high range. An injection amount in the high range is larger than that of the low range. The required injection amount of the variable injection is changed within the high range while the required injection amount of the fixed injection is fixed when a load of the engine is varied while the split injection is performed. An injection control characteristic is corrected based on an actual air-fuel ratio detected before the load is varied and an actual air-fuel ratio detected after the load is varied.

Fuel injection control device for engine

An exhaust gas purifying apparatus for an internal combustion engine includes a lean control unit and a rich control unit. The lean control unit executes lean spike operation, in which an air-fuel ratio is temporarily changed in a lean direction by a lean change width relative to a reference air-fuel ratio. The rich control unit changes the air-fuel ratio in a rich direction by a rich change width relative to the reference air-fuel ratio after the lean control unit executes the lean spike operation such that the air-fuel ratio stays in a predetermined slightly rich region. The rich change width is smaller than the lean change width.

Exhaust gas purifying apparatus for internal combustion engine

A hexagonal-cell honeycomb catalyzer is for purifying an exhaust gas. The catalyzer comprising a support that has a plurality of cells and a purification layer that has an HC absorption layer and a three-way catalyst layer. The HC absorption layer is formed on the honeycomb-formed surface of each wall of the support. The three-way catalyst layer is formed on the surface of the HC absorption layer. Provided that the HC absorption layer has a thickness aand the three-way catalyst layer has a thickness bat a thin portion of the purification layer of which thickness is minimum and the HC absorption layer has a thickness aand the three-way catalyst layer has a thickness bat a thick portion of the purification layer of which thickness is maximum, a ratio of a/band a ratio of a/bare both within a range of 1/20 to 5/1.

Hexagonal-cell honeycomb catalyzer for purifying exhaust gas

In a non-critical pressure region where a pressure ratio [Pm/Pthrup(i&#x2212;1)] of an intake air pressure Pm (throttle downstream pressure) detected by an intake air pressure sensor to a previous throttle upstream pressure Pthrup(i&#x2212;1) is greater than a predetermined value B, the previous throttle upstream pressure Pthrup(i&#x2212;1) is substituted for one of two terms of the throttle upstream pressures Pthrup(i) included in an intake system model so that present throttle upstream pressure Pthrup(i) is calculated. In a critical pressure region where the pressure ratio is less than or equal to the predetermined value B, a physical value f(Pm/Pthrup(i)) using a pressure ratio [Pm/Pthrup(i)] of the intake air pressure Pm to a present throttle upstream pressure Pthrup(i) as a parameter is regarded as a steady value fc so that the present throttle upstream pressure Pthrup(i) is calculated.

Throttle upstream pressure estimating apparatus and cylinder charged air quantity calculating apparatus for internal combustion engine

An engine controller performs low opening degree control during a first intake stroke period since an engine start is commenced until first intake strokes of respective cylinders end. Thus, an opening degree of an intake throttle valve is controlled to a fully closed position or proximity of the fully closed position such that intake pressure downstream of the intake throttle valve becomes equal to or lower than critical pressure with respect to intake pressure upstream of the intake throttle valve during an intake stroke of each cylinder. The controller calculates a leak air quantity at the time when the intake throttle valve is fully closed based on an intake air quantity sensed during the low opening degree control. The controller corrects a feedback gain of idle speed control in accordance with the leak air quantity of the intake throttle valve.

Controller of internal combustion engine

In a non-critical pressure region where a pressure ratio [Pm/Pthrup(i&#x2212;1)] of an intake air pressure Pm(throttle downstream pressure) detected by an intake air pressure sensor to a previous throttle upstream pressure Pthrup(i&#x2212;1) is greater than a predetermined value B, the previous throttle upstream pressure Pthrup(i&#x2212;1) is substituted for one of two terms of the throttle upstream pressures Pthrup(i) included in an intake system model so that present throttle upstream pressure Pthrup(i) is calculated. In a critical pressure region where the pressure ratio is less than or equal to the predetermined value B, a physical value f(Pm/Pthrup(i)) using a pressure ratio [Pm/Pthrup(i)] of the intake air pressure Pm to a present throttle upstream pressure Pthrup(i) as a parameter is regarded as a steady value fc so that the present throttle upstream pressure Pthrup(i) is calculated.

A fuel property determining apparatus is provided to a fuel vapor treatment apparatus. The fuel vapor treatment apparatus controls purging of mixture containing fuel vapor, which is generated in a fuel tank and temporarily adsorbed in a canister, into an intake pipe of an internal combustion engine when the internal combustion engine operates. The fuel vapor treatment apparatus controls the purging on the basis of a fuel vapor state of the mixture. The fuel property determining apparatus includes a fuel vapor state determining unit for determining the fuel vapor state The fuel property determining apparatus further includes a fuel property determining unit for determining a fuel property, which is relevant to volatility of fuel, on the basis of change in the fuel vapor state, the change in the fuel vapor state being caused by the purging.

Fuel property determining apparatus, leakage detecting apparatus, and injection control apparatus

A fuel injection amount control device is used for an internal combustion engine. A secondary air supply device supplies secondary air into an exhaust passage of the internal combustion engine. Flow amount calculating circuitry calculates a secondary air flow amount. The secondary air flows into the exhaust passage. Target air fuel ratio setting circuitry sets a target air fuel ratio when secondary air is supplied. Fuel amount correcting circuitry corrects a fuel injection amount in accordance with a current value of the secondary air flow amount such that the air fuel ratio on a downstream side of an inlet of secondary air in the exhaust passage becomes the target air fuel ratio when secondary air is supplied. Target changing circuitry monitors increase and decrease in the secondary air flow amount. The target changing circuitry changes the target air fuel ratio to one of a rich side and a lean side in accordance with the increase and decrease in the secondary air flow amount.

Fuel injection control device for internal combustion engine

A fuel vapor treatment apparatus includes a first canister, a purge passage, an atmosphere passage, a first detection passage provided with a restrictor, and a passage-changing valve for changing the connection passage of the first detection passage between the purge passage and the atmosphere passage. The apparatus further includes a second canister connecting with the first detection passage on the opposite side of the passage-changing valve across the restrictor. A differential pressure sensor detects a pressure difference between both ends of the restrictor. An ECU computes the concentration of fuel vapor on the basis of the detection result of the differential pressure sensor.

Fuel vapor treatment apparatus

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Toyota, Japan

Tomoaki Nakano