Nissan Motor Company Limited

Hitachi, Ltd.

Tomohiko Takahashi

Hatsuo Nagaishi

Toshio Hori

Shinji Nakagawa

Takahiro Yoshino

Masashi Ono

Tetsuya Iwasaki

Masayuki Tomita

Shigeyuki Sakaguchi

Toshio Takahata

Yoshiaki Yoshioka

Hirofumi Yano

Takatsugu Katayama

Yuzo Kageyama

Takamitsu Hase

Ritsuo Satou

Munetoyo Ikeda

Yuuichi Iriya

Tomoya Mori

Junso Ichiba

Hirokimi Koyama

Yayoi Okumura

Yozaburo Aoki

Ichirou Fujimori

Toshiya Kouno

Keisuke Hamano

Shinichi Kobayashi

A fuel supply device includes a low-pressure fuel pump, a high-pressure fuel pump, an accumulator for accumulating the pressurized fuel, fuel injection valves, a relief valve for restricting an upper limit value of a fuel pressure in the accumulator, a high-pressure fuel pressure sensor, and a control unit for setting a target fuel injection pressure, controlling the high-pressure fuel pump so that the fuel pressure in the accumulator reaches the target fuel injection pressure, and regarding the present target fuel injection pressure as a detection value of the high-pressure fuel pressure sensor and setting the high-pressure fuel pump in an operational state with a maximum discharge amount or a non-operational state when detecting an abnormality of the high-pressure fuel pressure sensor. This enables the fuel to be injected with an appropriate injection pulse width corresponding to an actual fuel pressure even if the high-pressure fuel pressure sensor experiences disconnection.

Fuel supply device and fuel supply control method for internal combustion engine

An internal combustion engineat a standstill of a vehicle after cold starting can switch its combustion mode to a homogenous combustion mode or a stratified combustion mode. An operation range of the stratified combustion at the standstill of the vehicle after cold starting is expanded relative to an operation range of the homogenous combustion at the standstill of the vehicle after cold starting as an inclination of the vehicle decreases. With this technique, the operation range of the stratified combustion can be expanded while assuring an intake air negative pressure required for achieving the brake performance, so that HC reduction at the standstill of the vehicle after cold starting is obtained.

Control device for vehicle

Super retard combustion is performed in which an ignition timing is set to be after a compression top dead center and fuel is injected before the ignition timing and after the compression top dead center, at cold start or the like which requires early warming-up of a catalyst. During an idle operation without the super retard combustion, a first ISC control is executed in which a feedback control is provided for the degree of opening of a throttle and the ignition timing so that an engine speed corresponds to a target idle speed (S). On the other hand, during the super retard combustion, a second ISC control is executed in which the control of the degree of opening of the throttle is inhibited, but the ignition timing is advanced because a catalyst may be thermally damaged when the amount of intake air is increased in accordance with an increase in load of an auxiliary device and the like (S).

Control device and control method for spark-ignited internal-combustion engine

Excellent fuel consumption and drivability are achieved by properly controlling the lockup-canceling timing in a vehicle with an automatic transmission equipped with a torque converter having lockup features. Conventionally, the lockup got cancelled when it was determined that the vehicle speed was lower than a first lockup-canceling vehicle speed used when the accelerator was OFF at the same time the brakes were OFF. Herein, however a delay timer is activated after the accelerator is released (OFF) to set a second lockup-canceling vehicle speed, which is slower than the first lockup-canceling vehicle speed and which is used when the brake is activated (ON). As a result, the lockup will not be cancelled until the vehicle speed reaches the second vehicle speed, and the lockup period can be ensured for a longer period of time.

Lockup control device

In a lockup control apparatus and method for a vehicular torque converter, the torque converter is controlled to be under a steady-state lockup state by a lockup clutch during a steady-state traveling state, and the torque converter is controlled to be under a coast lockup state during a coasting state where an accelerator opening angle is completely closed, and a lockup state is released when an engine speed becomes equal to or lower than a predetermined lockup release rotational speed. Moreover, an actual lockup release time between a time point when a lockup release command for releasing the lockup state is outputted and a time point when the lockup clutch becomes completely released is calculated, and the lockup release rotational speed is set on the basis of the calculated actual lockup release time.

Lockup control apparatus and method for vehicular torque converter

System and method for controlling idle speed for a vehicle including an internal combustion engine coupled to an automatic transmission which has a torque converter. The system includes a sensor operative to detect a parameter based on a torque converter speed ratio and generate a signal indicative of the parameter detected, and a controller programmed to determine basic idle speed, determine a target idle speed by correcting the basic idle speed based on the signal when the automatic transmission is in a drive range in engine idling condition. The method includes determining basic idle speed when the automatic transmission is in a drive range in engine idling condition, detecting a parameter based on a torque converter speed ratio, and determining a target idle speed by correcting the basic idle speed based on the parameter.

System and method for controlling engine idle speed of internal combustion engine

An engine deceleration control system for an internal combustion engine of a vehicle is arranged to prohibit correcting an air quantity supplied to the engine when an elapsed time period from a moment of turning off of an accelerator of the engine is within a first predetermined time period, or when an elapsed time period from a moment of turning off of a lockup clutch of a torque converter is within a second predetermined time period or when a shifting of a transmission connected to the engine is being executed, and to cancel prohibiting the correction of the supplied air quantity when a braking operation is executed.

Engine deceleration control system

A stream of pulses related to rotation rate drives an interrupt to store first timer values of a first timer and to set a second timer to run from zero. At predetermined fixed time intervals, second timer values of the second timer are stored. The stored first timer values are sampled to determine a first rate related to the input stream. The stored second timer values are sampled to determine a second rate. The first and second rates are selectively used as a final rotation rate related to the input stream.

Rate detection method and rate detector

A disclosed control apparatus and method is applied to an internal combustion engine that is capable of switching between a stratified combustion and a homogeneous combustion, and which also has an EGR device prevented from performing EGR immediately after switching from the stratified combustion to the homogeneous combustion. In the disclosure, the transient condition in switching from the stratified combustion to the homogeneous combustion is detected, a residual EGR ratio of EGR gas remaining in an intake system of the internal combustion engine is calculated when the transient condition is detected, a lower limit value of a target equivalent ratio immediately after switching from the stratified combustion to the homogeneous combustion is variably set, in accordance with the residual EGR ratio, and the value of the target equivalent ratio immediately after switching from the stratified combustion to the homogeneous combustion is set to the set lower limit value.

Internal combustion engine control apparatus and control method

In an apparatus and method of controlling the fuel injection of a direct injection engine, switching is performed, in accordance with the driving condition, between homogeneous combustion, in which fuel is injected from the fuel injection valve during the intake stroke and combusted, and stratified combustion, in which fuel is injected from the fuel injection valve during the compression stroke and combusted, and the injection of fuel from the fuel injection valve is stopped under a predetermined deceleration condition. In the case that the condition in which the injection of the fuel from the fuel injection valve is stopped and the fuel injection is to be resumed by the stratified combustion, the resumption of the injection of fuel from the fuel injection valve is delayed by a predetermined amount of time.

Direct injection engine fuel injection control apparatus and method

An engine control system for an internal combustion engine comprises a combustion system for changing over a combustion mode from a first mode such as a stratified charge combustion mode to a second mode such as a homogeneous charge combustion mode, and an EGR system for controlling an EGR flow to the engine with an EGR control valve. A controller calculates a delayed target equivalent ratio which varies gradually from a first ratio for the first mode to a second ratio for the second mode, and further calculates a modified target equivalent ratio in consideration of an amount of an EGR gas. The controller determines the combustion changeover timing by monitoring a parameter based on the modified target equivalent ratio to take account of the influence of the EGR gas.

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Isehara, Japan

Tomohiko Takahashi