Toyota Jidosha Kabushiki Kaisha

Chuo Hatsujo Kabushiki Kaisha

Denso Corporation

Tomohiro Nakano

Eiji Murase

Masami Wakita

Takayuki Sakakibara

Nobuyuki Satake

Akihiko Higuchi

Rihito Kaneko

Takanori Kuno

Shingo Mimura

Masanao Idogawa

Hideaki Fujita

Ryosuke Yamamoto

Hiroshi Onizuka

Yoshifumi Kawakami

Hiroya Nagata

Tatsuya Hashimoto

Hiroki Nagai

Takahiko Fujiwara

Hideki Sano

Takahiro Uchida

Satoshi Nakamura

Masahiro Kachi

Shunichi Takeda

Hiroshi Yamasaki

Shogo Tanaka

Takehiro Komatsu

Koji Ichikawa

Masanori Toya

Tomohide Sumi

Masakatsu Nagai

Atsushi Fukuda

Shuji Yuda

Mitsuru Sakano

Satoshi Goto

Takayuki Omachi

Kyoko Kikuchi

Shinichi Oda

Hidetoshi Yoshikawa

Atsushi Yui

Tomoko Nagao

Yuta Nakajima

A hydrogen power system includes a hydrogen engine that operates using hydrogen as an energy source, a hydrogen tank that stores liquid hydrogen, and a hydrogen pump that pumps up the liquid hydrogen from the hydrogen tank and outputs it to the hydrogen engine, A hydrogen pump, a part of which slides within the hydrogen tank, and a controller, and the controller stops driving the hydrogen pump when it is determined that the efficiency of the hydrogen pump is decreasing, and then, after a prescribed wait time has elapsed, the hydrogen pump is driven again.

Hydrogen power system

A controller controls a hybrid electric vehicle. The hybrid electric vehicle includes an engine, a motor arranged in a power transmission path between the engine and a drive wheel, and a clutch arranged in the power transmission path between the engine and the motor. The controller idles the engine in accordance with a target engine rotation speed and operates the motor in accordance with a target motor rotation speed when the clutch is in a disengagement state. When the clutch is in the disengagement state and the engine is idling, the target motor rotation speed is less than the target engine rotation speed.

Controller for hybrid electric vehicle and method for controlling hybrid electric vehicle

A vehicle controller includes processing circuitry configured to execute a counter updating process, first and second starting processes, and a resetting process. The resetting process includes resetting the crank counter when a crank counter has a value outside of a range corresponding to a tooth-missing portion in a case in which a magnitude of a difference obtained by subtracting a value of a pre-update crank counter from the value of the crank counter that was increased by receiving the pulse signal in the counter updating process is greater than a first threshold value corresponding to a specified angle. The resetting process further includes resetting the crank counter when the crank counter has a value within the range corresponding to the tooth-missing portion in a case in which the magnitude of the difference is greater than a second threshold value that is greater than the first threshold value.

Vehicle controller and vehicle control method

The hydrogen supply device includes a liquid hydrogen pump that boosts the pressure of liquid hydrogen stored in a liquid hydrogen tank, a vaporizer that converts the liquid hydrogen discharged from the liquid hydrogen pump into hydrogen gas, a pressure chamber that a hydrogen gas that flows out from the vaporizer is filled with and that supplies the filled hydrogen gas to a hydrogen engine, and a pump control unit. The pump control unit controls the discharge flow rate of the liquid hydrogen pump so that the actual pressure in the pressure chamber becomes a target pressure based on the hydrogen flow rate supplied to the hydrogen engine, the actual pressure in the pressure chamber, and the rotation speed of the hydrogen engine. At the same time, the target pressure of the pressure chamber is changed according to the rotation speed of the hydrogen engine.

Hydrogen supply device and hydrogen engine vehicle

The electronic control unit performs a retarding process of retarding the ignition timing when the fuel pressure decreases, and lowers the peak of the combustion pressure in the cylinder, thereby suppressing the inflow of the combustion gas to the injector. Further, the electronic control unit performs an increasing process of increasing the injection amount of the hydrogen gas together with the retarding process, thereby suppressing the torque decrease of the engine due to the retard of the ignition timing.

Engine control device

Upon a request for switching from a first travel mode of traveling with a clutch disengaged and operation of an engine stopped to a second travel mode of traveling with the clutch engaged and the engine operating, a controller for a hybrid vehicle restarts the engine in the following manner. That is, the controller restarts the engine in a first start mode of starting combustion in the engine with the clutch non-fully engaged when a rotation speed of a motor is greater than a determination value and restarts the engine in a second start mode of starting combustion in the engine with the clutch fully engaged when the rotation speed of the motor is less than or equal to the determination value.

Controller and control method for hybrid vehicle

A variable combustion cylinder ratio control device includes a target ratio setting section and a pattern determining section. The pattern determining section determines a target deactivation interval as a subsequent deactivation interval when the difference between a current deactivation interval and the target deactivation interval is less than or equal to X cylinders, and determines, as the subsequent deactivation interval, an interval closer to the target deactivation interval than the current deactivation interval by X cylinders when the difference between the current deactivation interval and the target deactivation interval exceeds X cylinders. The value of X is a natural number and a variable value that varies in accordance with the operating state of the engine.

Variable combustion cylinder ratio control device and method

A controller for a hybrid vehicle restarts an engine in a start mode selected from multiple start modes. The multiple start modes include a first start mode of starting combustion in the engine when a clutch starts transmitting torque and a second start mode of starting combustion in the engine after the clutch starts transmitting torque. The controller is configured to, in a case in which the engine is restarted in the second start mode, measure a cranking start time from when engagement of the clutch is commanded to when transmission of the torque through the clutch is started, and only when measurement of the cranking start time has been completed after the vehicle is activated, restart the engine in the first start mode.

A variable combustion cylinder ratio control method variably controls a combustion cylinder ratio of an engine during an intermittent deactivation operation, in which cylinder deactivation is intermittently performed. The method includes, when setting N to an integer greater than or equal to 1, repeatedly performing a cylinder deactivation in a pattern in which combustion is consecutively performed in N cylinders in the order of cylinders entering a combustion stroke, and then a subsequent cylinder is deactivated. The method further includes changing the combustion cylinder ratio by changing the pattern such that the value of N is changed by one at a time.

Variable combustion cylinder ratio control method and variable combustion cylinder ratio control device

A port injection valve injects fuel to an intake passage. In multiple injection processing, a demanded injection quantity of the fuel is divided into a synchronous injection quantity and a non-synchronous injection quantity in accordance with at least one of: the load, which is a physical quantity having a correlation with the amount of air to be filled; and the temperature of an internal-combustion engine. The fuel is injected through intake non-synchronous injection and intake synchronous injection in this order. In the intake synchronous injection, the fuel is injected synchronously with a valve-open period of an intake valve. In the intake non-synchronous injection, the fuel is injected at a timing more advanced than in the intake synchronous injection.

Internal-combustion-engine control device and control method

A fuel injection control device includes a valve closing detection unit () to detect a valve closing timing by using either of an electromotive force quantity detection mode and a timing detection mode, a selection unit () to select either of the electromotive force quantity detection mode and the timing detection mode for detecting the valve closing timing, and a correction unit () to calculate a correction coefficient for correcting a requested injection quantity so as to reduce the difference between an estimated injection quantity and the requested injection quantity, and the selection unit selects the electromotive force quantity detection mode regardless of the value of the requested injection quantity when the calculation of the correction coefficient is not completed.

Fuel injection control device

A fuel injection control device has a conduction time calculation unit, a setting unit, a conduction control unit, a detection unit, an estimation unit, and a changing unit. The conduction time calculation unit calculates a conduction time of an electric actuator corresponding to a requested injection quantity during partial lift injection. The setting unit sets a command conduction time. The conduction control unit energizes an electric actuator on the basis of a command conduction time set by the setting unit. The detection unit detects a physical quantity having a correlation with an actual injection quantity during partial lift injection. The estimation unit estimates an actual injection quantity on the basis of a detection result of the detection unit. The changing unit changes a lower limit time on the basis of a deviation between an estimated actual injection quantity and a requested injection quantity.

A fuel injection control device includes a conduction time calculation unit, a detection unit, an estimation unit, a correction unit, a sudden change determination unit, and a reflection speed setting unit. The detection unit detects a physical quantity having a correlation with an actual injection quantity during the partial lift injection. The estimation unit estimates the actual injection quantity on the basis of a detection result of the detection unit. The correction unit corrects the requested injection quantity by a correction quantity corresponding to a deviation between the actual injection quantity and the requested injection quantity. The sudden change determination unit determines whether or not the correction quantity is in a sudden change state on the basis of whether or not the correction quantity has changed from a previous value by a prescribed quantity or more. The reflection speed setting unit sets the reflection speed.

During a catalyst rapid warm-up at a time of a cold start of an engine, a fuel is injected by a required injection quantity through a multi-stage injection consisting of a fuel injection by a full lift injection during an intake stroke and a fuel injection by a partial lift injection during a compression stroke. In a case where a deterioration of a combustion state is confirmed, a correction for increasing the required injection quantity, which is to enrich an air-fuel ratio, is performed. At a time of the enriching quantity increase, a sum of injection quantities of the multi-stage injection is increased by the amount of the correction for increasing the required injection quantity without the injection quantity and an injection timing of the fuel injection by the partial lift injection being changed from a base time.

Control device and control method for engine

A fuel injection control device includes a valve closing detection unit to detect a valve closing timing by using either of an electromotive force quantity detection mode and an timing detection mode and a selection unit to select either of the electromotive force quantity detection mode and the timing detection mode for detecting the valve closing timing, and the selection unit: selects the timing detection mode when a requested injection quantity is larger than a prescribed reference injection quantity in partial lift injection; and selects the electromotive force quantity detection mode when the requested injection quantity is smaller than the reference injection quantity.

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Nagoya, Japan

Tomohiro Nakano