Toyota Jidosha Kabushiki Kaisha

Denso Corporation

Aisan Kogyo Kabushiki Kaisha

Clo2 Lab Inc.

Tsukasa Abe

Shizuo Sasaki

Takekazu Ito

Toshio Inoue

Daigo Ando

Satoshi Iguchi

Masayoshi Hattori

Keita Fukui

Osamu Harada

Shunsuke Fushiki

Hidekazu Nawata

Kazuhiro Ichimoto

Mamoru Tomatsuri

Ikuo Ando

Tomoaki Honda

Toshitake Sasaki

Keiko Hasegawa

Yuta Niwa

Koji Abe

Naoto Suzuki

Makoto Yamazaki

Kouji Yoshizaki

Shinji Ikeda

Hiroki Murata

Katsuhiko Yamaguchi

Koji Morita

Koji Hayashi

Yasumichi Inoue

Yukio Kobayashi

Takuji Matsubara

Kenji Yamamoto

Yukihiro Sonoda

Yusuke Nakayama

Masato Gotoh

Masakazu Yamamoto

Takeshi Genko

Masato Terashima

Kenya Maruyama

Taichi Osawa

Eiichi Hioka

Hiroyasu Harada

Taichi Ohsawa

Yousuke Matsumoto

Yu Tamura

Shigemichi Ujiie

When reproduction of a filter is required, and a filter temperature is within a first temperature range, an ECU executes a control process including the steps of executing a successive motoring control, determining an intermittent motoring period, an intermittent stopping period, and an intermittence number when the filter temperature is within a second temperature range, and executing an intermittent motoring control.

Hybrid vehicle

A hybrid vehicle includes an engine, a rotary electric machine, a filter and an ECU. The engine includes an exhaust passage. The rotary electric machine is a driving source of the vehicle. The filter traps particulate matter flowing through the exhaust passage. The ECU is configured to control the hybrid vehicle in any one of a plurality of control modes. The plurality of control modes include a first control mode and a second control mode. The number of opportunities for the engine to operate when the control mode is the second control mode is larger than the number of opportunities for the engine to operate when the control mode is the first control mode. The ECU is configured to, when the filter is regenerated, control the hybrid vehicle in the second control mode.

Hybrid vehicle and control method for hybrid vehicle

A hybrid vehicle including an engine having a catalyst in an exhaust passage, first and second motor generators, a battery and a power transmission mechanism coupling a drive shaft, the engine and the motor generators by a gear mechanism such that torque is transmittable, and its control method, are provided. When a coolant temperature is a threshold or below, catalyst warm-up operation for starting the engine and retarding an ignition timing by a retardation amount is executed. When a battery level is a threshold or below, forced charging operation for starting the engine and charging the battery by driving the first motor generator is executed. During the forced charging operation, an engine load is changed on the basis of the battery level. When the catalyst warm-up operation is executed during the forced charging operation, the retardation amount for facilitating warm-up of the catalyst is reduced as the engine load increases.

A controller for internal combustion engine includes a rotation number detecting section to detect engine rotation number and an air-fuel ratio detecting section to detect an air-fuel ratio (A/F) of air-fuel mixture and is configured to perform leaning control of the A/F. The controller further includes a rotation number difference calculating section to calculate a difference between a rotation number variation value of a worst cylinder specified as having largest rotation number variation based on the detected rotation number detected and an average value of rotation number variation values of remaining cylinders other than the worst cylinder; an estimated imbalance rate calculating section to calculate an estimated imbalance rate based on the A/F detected by the air-fuel ratio detecting section; and a lean abnormality detecting section to detect lean imbalance abnormality in a specific cylinder based on the calculated rotation number difference and the calculated estimated imbalance rate.

Controller for internal combustion engine

The invention relates to an air-fuel ratio control device of an internal combustion engine, comprising a plurality of means for independently introducing into each combustion chamber an exhaust gas discharged from combustion chambers to an exhaust passage. When at least one exhaust gas introduction means is under an exhaust gas introduction shortage state, a target value of an air-fuel ratio of a mixture gas is changed depending on whether an exhaust gas introduction control for introducing the exhaust gas into the combustion chamber by the exhaust gas introduction means is performed.

Air-fuel ratio control device of internal combustion engine

An idling-time target phase setting unit () variably sets a target phase based on a target idle speed that is set by a target idle speed setting unit. () Especially, when the target idle speed is lower than a predetermined rotational speed and operating noise of a variable valve timing mechanism () is easily heard by, for example, a driver, the.idling-time' target phase setting unit () sets the target phase so that a range, in which the valve phase is allowed to change, is restricted within a phase region where a speed reduction ratio is high and the operating noise is relatively low.

Control unit and control method for variable valve timing mechanism

An ECU executes a program based on which, when a fuel-supply cutoff control is executed or when a hybrid vehicle travels in a second mode in which the engine is stopped and the hybrid vehicle travels using only the drive power generated by a second MG an intake VVT mechanism is controlled so that a valve phase is brought to the mechanically determined most retarded phase. The phase, which is detected by a cam position sensor, is learned as the most retarded phase.

Control unit and control method for variable valve timing mechanism, program for implementing the control method, and recording medium on which the program is recorded

Upon satisfaction of an idle learning condition, the internal combustion engine system of the invention successively performs learning of an idle control amount and learning of a most delayed angle control amount in this sequence. Upon satisfaction of a most delayed angle learning condition, on the other hand, the internal combustion engine system successively performs learning of the most delayed angle control amount and learning of the idle control amount in this sequence. This arrangement effectively reduces the total time required for completion of learning both the idle control amount and the most delayed angle control amount, compared with the conventional procedure of individually learning only one control amount corresponding to the satisfied learning condition.

Internal combustion engine system, vehicle equipped with internal combustion engine system, and control method of internal combustion engine system

A stop-time target phase setting unit sets a target phase CAr for an intake valve to a target phase, which is used when an engine is stopped, in response to issuance of an engine stop command. An engine stop control unit generates a series of control commands for an engine stop process in response to issuance of the engine stop command. A motoring command unit generates a first MG control command for rotating the engine using a motor for a predetermined period Tm that is counted by a timer in response to issuance of the engine stop command. Thus, the engine idles even after fuel combustion stops. In this way, the period in which the valve phase can be changed by a VVT mechanism is increased. As a result, a valve phase when the engine stops is reliably brought to the target phase that is suitable for next engine starting.

Control unit for variable valve timing mechanism

In a hybrid vehicle, when a deceleration demand based on accelerator-off is made in selecting an S position that allows arbitrary selection of shift positions SPto SP, and fuel cut cannot be prohibited from a state of a battery, an engineand motors MGand MGare controlled so that a driving force based on a torque demand Tr* is outputted with the fuel cut (Steps S, S, Sto S). When the deceleration demand based on the accelerator-off is made in selecting the S position, and the fuel cut can be prohibited from the state of the battery, the engineand the motors MGand MGare controlled so that the enginesubstantially performs self-sustaining operation at a target rotation speed Neand a driving force based on the torque demand Tr* is outputted (Steps Sto S).

Hybrid vehicle and control method of the same

A variable valve timing system changes a valve phase by reducing an operation amount of an actuator at a speed reduction ratio that varies depending on a phase region. When the valve phase is outside a region in which the ratio of the amount of change in the phase with respect to the operation amount of the actuator is low, namely a high speed reduction ratio, the actuator may be operated due to, for example, a reaction force applied to a camshaft, and an undesirable valve phase change may result. Accordingly, when an engine stop command is possibly issued, the target phase value is restricted to a region more delayed than a phase restriction value set in consideration of the amount by which the valve timing can be changed from when an engine stop command is issued until when the engine is stopped.

Variable valve timing system and method for controlling the same

In an intake valve phase control after an engine stop command is issued, a stop-time phase is used as a target value. In the intake valve phase control, when the mode changeover condition is not satisfied, and an electric motor that serves as an actuator is not in a locked-state, the highest-speed mode, in which the amount of electric power supplied to the electric motor is fixed to the maximum value, is selected to reliably change the intake valve phase by a required amount. Then, the intake valve phase comes close to the stop-time phase and the mode changeover condition is satisfied, the control mode is changed from the highest-speed mode to the normal mode to set the control phase to the stop-time phase with higher accuracy, and the feedback control over the intake valve phase is executed.

In an engineincluding an in-cylinder injector, the valve timing of an intake valve is retarded by VVT (Variable Valve Timing) controlled by an engine ECU to decompress in a combustion chamber at engine startup. In accordance with a configuration in which the valve timing of intake valve is advanced in a stepped manner from an initial set value, fuel injection from in-cylinder injector is inhibited during the time when the advance is equal to or below a predetermined standard value, and fuel injection from in-cylinder injector is allowed when exceeding the predetermined standard value, whereby degradation in the exhaust emission level in accordance with start time decompression control can be suppressed.

Control apparatus for internal combustion engine

In a hybrid vehicle of the invention, the control procedure corrects an idling intake air flow Qidl to enable an engine immediately after its start to generate an output power Pe that is substantially equivalent to an engine power demand Pe*. After the correction, the control procedure controls the engine to have an intake air flow Qe with reflection of an intake air flow correction value Qec and controls a motor MGto generate electric power by using the output power Pe of the engine and to charge a battery with the generated electric power within an input limit Win of the battery. The control of the invention ensures that the output power Pe of the engine does not exceed the engine power demand Pe* in restriction of the charge level of the battery. This arrangement effectively prevents the state of charge SOC of the battery, which is charged with the electric power generated by the motor MG, from exceeding the input limit Win.

Power output apparatus, motor vehicle equipped with power output apparatus, and control method of power output apparatus

A compression ignition type engine, wherein a first combustion where the amount of the inert gas in the combustion chamber is larger than the amount of inert gas where the amount of production of soot peaks and almost no soot is produced and a second combustion where the amount of inert gas in the combustion chamber is smaller than the amount of inert gas where the amount of production of soot peaks are selectively switched between. The second combustion is performed after the engine operation is started until a catalyst arranged in the engine exhaust passage has become activated and, the first combustion is performed after the catalyst has become activated.

Compression ignition type engine

Growing community of inventors

Gotenba, Japan

Tsukasa Abe