Toyota Jidosha Kabushiki Kaisha

Toyota Jidosha Kogyo Kabushiki Kaisha

Nippondenso Co., Ltd.

Toshio Suematsu

Katsushi Anzai

Yuji Takeda

Osamu Harada

Yoshiyasu Ito

Hideo Miyagi

Shinya Hirota

Takamitsu Asanuma

Nobuyuki Kobayashi

Kazuhiro Itoh

Shizuo Sasaki

Jiro Nakano

Shigeki Nakayama

Shunsuke Toshioka

Koichi Kimura

Tomihisa Oda

Hiroki Murata

Akira Mikami

Tomoyuki Ono

Takao Fukuma

Teruhiko Miyake

Akio Matsunaga

Hironobu Ono

Kohei Igarashi

Yasuo Harada

Tatsuyoshi Kamohara

Akihiko Kido

Satomu Nishimura

Tadashi Sugino

Kazuhiko Funato

Matsuji Yoshida

Nobuyuki Inoue

Matsujyu Yoshida

Yuuji Takeda

Yoshitsugu Suzuki

Hiroyuki Nagareda

Minoru Bitou

A control apparatus for a motor vehicle is provided in which each of a plurality of output values of the vehicle varies depending upon a plurality of input control parameters for controlling the vehicle. The control apparatus changes the input control parameter or parameters so that each of the output values becomes substantially equal to a corresponding target output value. The control apparatus then determines adapted values of the input control parameters, based on values of the input control parameters obtained when each of the output values becomes substantially equal to the corresponding target output value or falls within a permissible adaptation range of the target output value.

Control apparatus for motor vehicle and storage medium

An exhaust gas purification device of an engine comprising a particulate filter arranged in an exhaust passage. An electric motor able to impart a vehicle drive power separate from the engine and able to generate electric power from the engine is provided. After the particulate filter finishes being warmed up, when the temperature of the particulate filter is low, the output torque of the engine is increased and the amount of increase of the output torque is consumed by the power generating action of the electric motor.

Exhaust gas purification device of an engine

A warning system for an air-fuel ratio control system for a electronic controlled internal combustion engine, where a basic fuel injection amount is corrected by a feedback correction factor determined by a signal from an air-fuel ratio sensor arranged in an exhaust pipe. An amplitude of the feedback correction factor caused by an acceleration of the engine, where the exhaust from cylinders is not completely mixed, is detected, and a warning can be given when the amplitude of the feedback correction factor is larger than a predetermined value. A malfunction in the air-fuel ratio system occurring in one cylinder can be detected. In a double O.sub.2 sensor system, where a sub-feedback loop is provided for correcting the feedback correction factor in accordance with a signal from the second O.sub.2 sensor, the sub-feedback is stopped when the amplitude of the feedback correction factor is larger than a predetermined value, and a quick and precise detection of a malfunction is obtained by stopping the sub-feedback operation.

Internal combustion engine with device for warning of malfunction in an

In an internal combustion engine, warming-up fuel enrichment is carried out in accordance with the temperature of the engine coolant. This fuel enrichment is further increased in accordance with the temperature of the engine coolant at the moment when a starter is turned on.

Method and apparatus for controlling air-fuel ratio in internal

Knocking in an engine is prevented from occurring by retarding an ignition timing. A basic ignition advance angle THB and a correction value THK for retardation of the ignition timing are computed in order that the ignition timing THF is calculated by using the formula THF=THB-THK. The knocking in the engine tends to take place, as the ignition timing advances. Determination is made as to whether the correction value THK is within a reference range AR. When such a determination is that the correction value THK is within the reference range, discrimination is made as to whether an octane number of the fuel to be supplied to the engine is less than a predetermined octane number of the fuel which is optimum for the engine. If the discriminated octane number of the fuel is less than the predetermined octane number, the ignition timing is retarded by 10 degree of a rotational angle of a crank shaft.

Method of discriminating octane number of fuel for motor vehicle

An idling speed control device in an internal combustion engine comprising an idling speed control valve arranged in a bypass bypassing the throttle valve of the engine. The valve is fully opened at the start of the engine and closed to a controlled rate when the revolutional speed of the engine reaches a reference rotational value. At least two reference rotational values are provided depending upon a temperature; one of which is a higher value for the considerably high temperature, and the other is a low value for a normal temperature.

Idling speed control device of an internal combustion engine

An apparatus of controlling an air-fuel ratio for internal combustion engine, further comprising the steps of calculating a basic fuel injection duration based on an engine load and a rotational speed of the engine, obtaining a factor of air-fuel ratio feedback correction for allowing a fuel injection duration to perform a proportional-plus-integral action, based on an output of an oxygen sensor for detecting an residual oxygen concentration in an exhaust gas, calculating a mean value of said factor of air-fuel ratio feedback correction, varying a correction value by learning so that said mean value takes a value within a predetermined range centered at a predetermined value corresponding to a target air-fuel ratio, multiplying said mean value by said correction value, providing initial adjustment of load detection apparatus applied to said internal combustion engine for determining said basic fuel injection time duration in order to set said calculation result within said predetermined range, and obtaining the fuel injection duration based on said basic fuel injection duration, said factor of air-fuel ratio feedback correction and said correction value, thereby, to control the air-fuel ratio.

Air-fuel ratio controller for internal combustion engine

In a method for controlling a fuel injection amount of an internal combustion engine of the present invention, an incremental fuel amount is calculated in accordance with an engine running condition when a high load state of the engine is detected, and an upper limit value of the incremental fuel amount is gradually increased at predetermined intervals. When the incremental fuel amount is equal to or lower than the upper limit value, the fuel injection amount is increased to the extent of the incremental fuel amount. When the incremental fuel amount exceeds the upper limit value, the fuel injection amount is increased with the upper limit value. With this controlling method, the fuel consumption efficiency and acceleration response can be improved and the generation of knock in the engine can be suppressed during the period of the increase of the fuel injection amount in the high load state.

Method for controlling fuel injection amount of internal combustion

A knocking in an engine is prevented from occurring by retarding an ignition timing. A basic ignition advance angle THB and a correction value THK for retardation of the ignition timing are computed in order that the ignition timing THF is calculated by using the following formula.

In the control of an ignition timing retard limit in an internal combustion engine in which an ignition timing is sought from an intake air flowrate and an engine speed, and the ignition timing thus obtained is compared with the retard limit to prevent the ignition timing from being at the retard side beyond the retard limit, during detection of a rapid acceleration, the aforesaid retard limit is moved to the advance side to prevent the ignition timing from being over-retarded during the rapid acceleration.

Method of and system for controlling ignition timing retard limit in

A method for regulating intake air flow for motor vehicle internal combustion engines in which the duty D of a signal for controlling the opening of an idle speed control valve (ISCV) is maintained at D=DG-b, as long as the car is still running in spite of the fact that deceleration operation or low speed running of the car is performed, where DG indicates the learning opening value of the ISCV in a bypass path, and b indicates a predetermined positive value to be corrected, thus strikingly improving so-called 'driveability' and fuel consumption rate during the low speed steady running, without changing the ignition timing for the one set for the idling engine.

Method for regulating intake air flow for internal combustion engines

An idle speed control valve is provided in a bypass path of an intake system and has its opening controlled by control pulse signals. The idle speed control valve is designed to increase the opening in proportion to the increase or decrease of the duty ratio of the control pulse signal and completely close the opening at 0% or 100% of the duty ratio. According to this invention, to completely close the idle speed control valve, instead of sending the control pulse signal of 0% or 100% of duty ratio to the idle speed control valve, the transmission of the control pulse signal is interrupted or the idle speed control valve is driven by continuous direct current.

Control for idle speed control valve

In an internal-combustion engine having a supercharger and an air-bypass passage for controlling the idle speed, when the engine is being cranked, the air-bypass passage is completely open. When the engine is not being cranked and the supercharger is operating, the air-bypass passage is completely closed. Further, when the engine is not being cranked and the supercharger is not operating, the opening of the air-bypass passage is adjusted in accordance with predetermined operating parameters.

Method and apparatus for controlling the amount of intake air in an

An ignition timing control system for an internal combustion engine having a plurality of cylinders in which at each of different load conditions determined by the operating conditions of the engine the ignition timing for each cylinder is periodically retarded to cause a nonknocking ignition and the resulting background vibration levels detected by a knock sensor are stored in a memory. During the normal operation, the vibration level detected by the knock sensor with respect to each cylinder is compared with the corresponding background vibration level stored under the same load condition to detect the presence of knocking and thereby to determine the proper ignition timing.

Ignition timing control system

An internal combustion engine provided with a system for controlling the predetermined idling rotational speed N.sub.F of the engine, and a system for operating a fuel injector so that the injector is de-energized when the rotational speed is higher than N.sub.cut and the injector is energized when the rotational speed is lower than N.sub.RTN. A value of N.sub.cut is the product of N.sub.F and a predetermined positive value .alpha..sub.1 and the value of N.sub.RTN is the product of N.sub.F and a predetermined positive value .alpha..sub.2 (&lt;.alpha..sub.1).

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Toyota, Japan

Toshio Suematsu