Toyota Jidosha Kabushiki Kaisha

Toyoto Jidosha Kabushiki Kaisha

Tomohiro Fujita

Kazuchika Tashima

Mitsuhiro Nada

Noritake Mitsutani

Akito Onishi

Hideaki Mizuno

Masahiko Teraoka

Kenichiro Sato

Susumu Shinohara

Akihiro Hanai

A fuel injection control apparatus for an internal combustion engine injects fuel from a fuel injection valve in each cylinder in a fuel injection mode in which an amount of fuel in the combustion chamber corresponds to a required value for starting the internal combustion engine when fuel in the combustion chamber is combusted in each cylinder after a crankshaft angle is determined through cranking for starting the internal combustion engine. When the fuel has a high alcohol concentration and is combusted after the determination of the crankshaft angle, the control apparatus sets the fuel injection mode for fuel with a high alcohol concentration as the fuel injection mode in which the amount of fuel in the combustion chamber corresponds to the required value for starting the internal combustion engine.

Fuel injection control apparatus for internal combustion engine

When it is detected in a fuel supply device for a flexible-fuel internal combustion engine that a refueling operation has been performed for a fuel tank, a return suppression process in which fuel in a delivery pipe is prohibited from returning to the fuel tank through a high-pressure return passage is executed until a concentration learning process is started. After the concentration learning process is started, a compulsory return process in which fuel in the delivery pipe is compulsorily returned to the fuel tank through the high-pressure return passage is executed.

Fuel supply device for flexible-fuel internal combustion engine

In an ignition timing control apparatus for an engine, a KCS learning value learned when the engine is in a given operating state is used in an ignition timing control executed when the engine is in the other operating state. An estimated knocking occurrence ignition timing is set based on a most retarded ignition timing using the KCS learning value. A final ignition timing is set by changing a KCS feedback correction value based on whether knocking occurs when ignition is performed at the estimated knocking occurrence ignition timing. When a point indicating the engine operating state moves into a region where it is difficult to set the estimated knocking occurrence ignition timing, the KCS feedback correction value is changed to retard the final ignition timing, and the final ignition timing is set using the KCS learning value and the changed KCS feedback correction value.

Ignition timing control apparatus and ignition timing control method for internal combustion engine

An abnormality detector apparatus for an engine water-cooling apparatus has an electronic control unit (ECU) for precisely and quickly determining and detecting an operation abnormality of a thermostat or a water temperature sensor. After the engine is started, the ECU calculates, over time, an engine heat generation quantity, an estimated cooling water temperature or the like on the basis of various engine operating condition parameters, such as cooling water temperature, intake temperature, engine revolution speed, amount of intake air, and the like. After the elapse of a predetermined time, the ECU compares the estimated cooling water temperature and the cooling water temperature actually detected by the water temperature sensor. If the relationship therebetween meets a predetermined condition, the ECU determines whether there is an abnormality in the operating condition of the thermostat and/or the cooling water temperature sensor.

Abnormality detector apparatus for a coolant apparatus for cooling an engine

An apparatus for detecting misfires in an internal combustion engine that is mounted on a vehicle. A plurality of cylinders is defined in the engine, and a piston accommodated in each cylinder to reciprocate in the cylinder. A crankshaft is connected with the piston, the crankshaft is rotated by the reciprocal movement of the piston. An engine speed sensor is provided for detecting the rotating speed of the crankshaft. An electronic control unit (ECU) computes the deviation of rotating speed of the crankshaft corresponding to each cylinder based on the detected engine speed, and the deviation is proportional to the engine load. The ECU costs a leaning value based on the computed deviation, wherein the learning value is used for detecting the misfires in the engine. A memory is provided for storing the learning value. Several sensors are provided for detecting a running condition of the engine, wherein the condition is included the engine load. The ECU renews the learning value stored in the memory based on the detected condition of the engine. The ECU determines whether the misfires occurs in each cylinder based on the difference between the deviation and the learning value. The ECU renews the learning value when the engine load is less than a predetermined value.

Apparatus and method for detecting misfires in internal combustion engine

In the present invention, the fuel injection amount of the engine is determined by an air-fuel ratio feedback correction factor FAF and a feedback learning correction factor KG and a fuel vapor learning correction factor FGPG. When the fuel vapor is supplied to the engine, the value of FGPG is adjusted so that the center value of the fluctuation of FAF agrees with 1.0 while the value of KG is held at the value before the fuel vapor supply started. On the other hand, when the fuel vapor is not supplied to the engine, the value of KG is adjusted so that the center value of the fluctuation of FAF agrees with 1.0 while the value of FGPG is set at 0. Therefore, the value (FAF+KG) indicates whether a failure has occurred in the fuel supply system regardless of the fuel vapor supply to the engine. Further, if the value (FAF+KG) becomes larger than or smaller than a predetermined range when the fuel vapor is supplied to the engine, i.e., if it is determined that the fuel supply system has failed when the fuel vapor is supplied to the engine, the fuel vapor supply is stopped, and determination whether the value (FAF+KG) is larger than or smaller than a predetermined range, is carried out again after the fuel vapor supply has been stopped. Therefore, an error in failure detection can be eliminated.

Failure detecting device for a fuel supply system of an internal

A system, capable of determining an engine abnormality, is disclosed. The engine includes a first regulator for controlling air fuel ratio and a second regulator for controlling the purging amount of fuel vapor into an air-intake passage from a fuel tank. The variance in the purging amount effects the air fuel ratio. An engine control unit computes a parameter value used to control the air fuel ratio based on a signal from a detector which detects the operational condition of the engine, and controls the first regulator with the computed parameter value to allow the operational condition of the engine to approach a requested condition. A determining apparatus determines that an abnormality has occurred in the engine when the parameter value computed by the control unit continuously deviates from a predetermined numerical range for a predetermined period of time. The determining apparatus also automatically adjusts the numerical range in accordance with a degree of influence of the variance in the purging amount on the air fuel ratio.

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Toyota, Japan

Tomohiro Fujita