Toyota Jidosha Kabushiki Kaisha

Yoshihiro Okada

Shigeki Miyashita

Makoto Yamazaki

Terutoshi Tomoda

Masaharu Ichise

Yutaka Hayakawa

Toshiki Mikami

Shu Kobayashi

Fumitsugu Tsuru

Rikikazu Hayashi

A controller for a hydrogen engine that includes an in-cylinder pressure sensor and an air-fuel ratio sensor includes processing circuitry. The processing circuitry is configured to execute a process that calculates a fluctuation amount of a combustion pressure based on an output of the in-cylinder pressure sensor and a process that calculates a correction amount based on the fluctuation amount. The correction amount is used to correct a rich deviation of an output of the air-fuel ratio sensor due to unburned hydrogen in exhaust gas.

Controller for hydrogen engine

A control device for an internal combustion engine which is provided with an engine body, a water injector for injecting water to the inside of an intake passage of the engine body, and a fuel injector for injecting fuel to be made to burn inside a combustion chamber of the engine body. The control device is provided with a water injection control part controlling the amount of injection of water from the water injector in the combustion cycle where fuel is injected from the fuel injector so that water vaporizing inside the intake passage during the suction stroke and water vaporizing inside the combustion chamber during the compression stroke are generated.

Control device for internal combustion engine

An electronic control unit of an internal combustion engine is configured to control the fuel injection valve and to control a spark plug if necessary such that fuel is combusted by pre-mixture compression ignition combustion or flame propagation combustion. The electronic control unit is configured to perform homogeneous combustion in a flame ignition operation range when switching failure has not occurred, the homogeneous combustion being combustion in which fuel homogeneously diffused into the combustion chamber is ignited using the spark plug and is combusted by flame propagation combustion. The electronic control unit is configured to perform spray-guided stratified combustion in a second operation range when the switching failure has occurred, the spray-guided stratified combustion being combustion in which fuel in the fuel injection path is ignited using the spark plug and is combusted by the flame propagation combustion.

Internal combustion engine and control method of internal combustion engine

An internal combustion engine has a water-cooled intercooler cooling intake air turbocharged by a turbocharger. The intercooler has an HT intercooler into which HT cooling water passing through a cylinder block is introduced and an LT intercooler into which LT cooling water lower in temperature than the HT cooling water is introduced and the LT intercooler is arranged to abut against an intake downstream side of the HT intercooler. A target LT temperature is set to a high temperature-side target value in a case where a temperature of the HT cooling water flowing into the HT intercooler is lower than a target HT temperature correlated with warm-up completion and the target LT temperature is set to a low temperature-side target value in a case where the temperature of the HT cooling water is equal to or higher than the target HT temperature.

An object of the present invention is to provide a technology that enables an abnormal combustion detection apparatus for a spark ignition internal combustion engine having a plurality of cylinders to detect abnormal combustion such as pre-ignition and knocking with improved accuracy. To achieve the object, according to the present invention, in an abnormal combustion detection apparatus for a spark-ignition internal combustion engine that determines or detects the occurrence of abnormal combustion by comparing a vibration intensity obtained from a measurement signal of a knock sensor and a determination threshold, when the occurrence of abnormal combustion is detected, the apparatus corrects a determination threshold for the next cylinder using as parameters the peak value of the vibration intensity at the time of the occurrence of abnormal combustion and the engine speed.

Abnormal combustion detection apparatus for internal combustion engine

A control device for an internal combustion engine includes an intake gas compressor, a cooling water circuit, an intercooler and an EGR device. An ECU is configured to: (a) control the temperature, of the cooling water of the intercooler to a target temperature in a specified external air state in which an external air temperature and an external air humidity are a specified temperature and a specified humidity, the target temperature being the temperature of the cooling water of the intercooler required for ensuring a specified performance in the specified external air state; and (b) control the EGR device based on an EGR rate mapping of the EGR rate. The EGR rate mapping being set so that a dew point of gas flowing into the intercooler does not exceed the target temperature.

Control device for an internal combustion engine preventing condensation of intake gas in an intercooler

Provided is a control apparatus for an internal combustion engine, which can favorably suppress an occurrence of abnormal combustion regardless of its operational conditions. An occurrence probability of abnormal combustion of the internal combustion engine () is obtained on the basis of a fuel dilution index. An expected value I of the number of occurrences of abnormal combustion per a predetermined time period is calculated on the basis of the occurrence probability of abnormal combustion. The upper limit value of a torque generated by the internal combustion engine () is limited low so that the expected value I does not exceed a predetermined tolerable value.

Control apparatus for internal combustion engine

A spark ignition-type internal combustion engine of the present invention is provided with a variable compression ratio mechanism able to change a mechanical compression ratio, a variable valve timing mechanism able to control a closing timing of an intake valve, and an EGR mechanism feeding part of the exhaust gas through the EGR passage as EGR gas into a combustion chamber. In the spark ignition type internal combustion engine, at the time of engine low load operation, compared with at the time of engine high load operation, the mechanical compression ratio is made higher. The higher the EGR rate, the higher the actual compression ratio is made.

Spark ignition type internal combustion engine

A spark ignition type internal combustion engine of the present invention is provided with a variable compression ratio mechanism able to change a mechanical compression ratio, a variable valve timing mechanism able to control a closing timing of an intake valve, and a supercharger. At the time of engine low load operation, the mechanical compression ratio is made higher compared with at the time of engine high load operation. At the time of engine medium load operation, the supercharging action of the supercharger is used to make the pressure inside the intake pipe rise so that the intake air amount fed into a combustion chamber is increased, compared with at the time of engine low load operation, and the mechanical compression ratio is lowered to make the actual compression ratio fall.

There is provided a control device for an internal combustion engine capable of suppressing trouble such that the gas having an EGR ratio higher than necessary is sucked with the opening of an intake air bypass passage. A supercharger having a compressor is provided in an intake air passage of an internal combustion engine. An EGR passage and an EGR valve are provided. The intake air bypass passage connects the upstream side of the compressor in the intake air passage to the downstream side of the compressor in the intake air passage. The intake air bypass passage is provided with an air bypass valve (ABV). The EGR valve is closed simultaneously with the operation of the ABV.

An object of the present invention is to ensure appropriate cooling amounts for two exhaust ports, respectively, in an internal combustion engine in which an exhaust port that communicates with an inlet of a turbine of a turbocharger and an exhaust port that does not communicate with the inlet of the turbine are formed in a cylinder head. A cooling apparatus for an internal combustion engine of the present invention has a first exhaust port and a second exhaust port formed in a cylinder head of the internal combustion engine. The first exhaust port communicates with an inlet of a turbine of the turbocharger. The second exhaust port does not communicate with the inlet of the turbine. Each cylinder of the internal combustion engine includes a first exhaust valve that communicates with the first exhaust port and a second exhaust valve that communicates with the second exhaust port. A first cooling water passage through which cooling water that cools the first exhaust port passes and a second cooling water passage through which cooling water that cools the second exhaust port passes are formed in the cylinder head.

Cooling apparatus for internal combustion engine

An exhaust gas purifying apparatus for a supercharger-equipped internal combustion engine, which can favorably combine the realization of the prevention of an excessive back pressure rise and the securement of an exhaust gas emission performance, is provided. A turbocharger which includes, in an exhaust passage, a turbine driven by the exhaust energy of an internal combustion engine is provided. In the exhaust passage, a first front stage catalyst and a second front stage catalyst are provided in series in order from the upstream side. A first exhaust bypass passage which bypasses the turbine and a second exhaust bypass passage which bypasses the turbine and the first front stage catalyst are provided. A first waste gate valve and a second waste gate valve are provided which play roles in opening and closing the first exhaust bypass passage and the second exhaust bypass passage, respectively.

Exhaust gas purifying apparatus for a turbocharged internal combustion engine

A control unit for a turbocharged internal combustion engine is provided. The control unit includes a first exhaust valve that opens/closes a first exhaust passage that is communicated with a turbine; a second exhaust valve that opens/closes a second exhaust passage that bypasses the turbine; and a closing timing of the second exhaust valve that is controlled so that an opening period of the second exhaust valve overlaps with an opening period of an intake valve under high engine load. The opening characteristic of the second exhaust valve and a fuel injection amount are controlled so that the air-fuel ratio of gas that is filled in a cylinder approximates an output air-fuel ratio and the air-fuel ratio of gas flowing into a three-way catalyst that is arranged in a post-junction exhaust passage approximates a theoretical air-fuel ratio under high engine load.

Control unit for turbocharged internal combustion engine

An exhaust gas recirculation device () of an internal combustion engine () includes an EGR passage () linking an exhaust passage () and an intake passage () of the internal combustion engine, an EGR valve () that blocks the EGR passage when closed, an EGR catalyst () that is provided between a connection portion with the exhaust passage () in the EGR passage and an installation position of the EGR valve and that purifies an exhaust gas flowing in the EGR passage. The exhaust gas recirculation device performs exhaust gas recirculation control by which the EGR valve is opened and the exhaust gas flowing in the exhaust passage is recirculated to the intake passage via the EGR passage. The EGR catalyst is arranged in the vicinity of the connection portion () in the EGR passage.

Exhaust gas recirculation device of internal combustion engine

A fuel injection control apparatus of an internal combustion engine is provided with a fuel injection valve that injects fuel directly into a combustion chamber and a controller. When the engine is cold started, a first fuel injection is performed and the injected fuel is spark ignited during the compression stroke, and a second fuel injection is performed during the expansion stroke. The controller selects, according to exhaust emissions, one of a first fuel injection rate and a second fuel injection rate that is lower than the first fuel injection rate as a fuel injection rate during at least the expansion stroke and injects fuel at the selected fuel injection rate. The second fuel injection rate is selected as the fuel injection rate of the second fuel injection and the start timing of the injection is advanced compared with the conventional injection start timing.

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Susono, Japan

Yoshihiro Okada