Toyota Jidosha Kabushiki Kaisha

Yosuke Matsumoto

Noriyasu Adachi

Satoshi Yoshizaki

Satoru Tanaka

Yusuke Saito

Ryutaro Moriguchi

Masahiro Inoue

Naoya Takagi

Ikuo Ando

Yasuhiro Kuze

Takeshi Genko

An anomaly determination device executes a first anomaly determination process and a second anomaly determination process. The anomaly determination device determines in the first anomaly determination process that an anomaly is present in a link mechanism when a fully-closed-time detection value is outside a closed-side normal range and when a fully-open-time detection value is outside an open-side normal range. The anomaly determination device determines in the second anomaly determination process that an anomaly is present in the link mechanism if the difference between the fully-closed-time detection value and the fully-open-time detection value is outside a normal distance range set in advance when it is not determined in the first anomaly determination process that an anomaly is present in the link mechanism.

Anomaly determination device and anomaly determination method

An internal combustion engine controller is applied to an internal combustion engine incorporating a turbocharger. The engine includes an intake passage, a compressor arranged in the intake passage, a bypass passage connecting portions of the intake passage at upstream and downstream sides of the compressor. An air bypass valve adjusts a flowrate of intake air passing through the bypass passage. The internal combustion engine controller includes an acceleration determination unit and an ABV control unit. The acceleration determination unit is configured to detect an acceleration request sent to the internal combustion engine and determine whether or not the acceleration request is in an initial stage. The ABV control unit is configured to execute a temporary open/close control to open the air bypass valve for a specified period when determined by the acceleration determination unit that the acceleration request is in the initial stage.

Internal combustion engine controller

A target air amount for achieving a requested torque is back-calculated from the requested torque using a virtual air-fuel ratio. The virtual air-fuel ratio is changed from a first air-fuel ratio to a second air-fuel ratio in response to a condition for switching an operation mode from operation in the first air-fuel ratio to operation in the second air-fuel ratio being satisfied. After the virtual air-fuel ratio is changed from the first air-fuel ratio to the second air-fuel ratio, an interval of time passes and the target air-fuel ratio is then switched from the first air-fuel ratio to a third air-fuel ratio that is an intermediate air-fuel ratio between the first air-fuel ratio and the second air-fuel ratio. The target air-fuel ratio is temporarily held at the third air-fuel ratio, and is thereafter switched from the third air-fuel ratio to the second air-fuel ratio.

Control device for internal combustion engine

A time point trepresents a time point when a turbocharged engine is brought into a decelerating state, and an opening degree of a throttle valve is decreased. A time point trepresents a time point when an opening command to an ABV is issued. When the ABV has an abnormality, and when a WGV is stuck open, a turbocharging pressure before the time point tshows a tendency to fall below a target turbocharging pressure, and a turbocharging pressure after the time point treduces slowly to approach a predetermined pressure. When the WGV is stuck closed, a turbocharging pressure before the time point tshows a tendency to exceed the target turbocharging pressure, and the turbocharging pressure after the time point treduces with vigor to approach the predetermined pressure.

According to first quantity of state control, a rich spike is executed while actuating a WGV so as to decrease turbocharging pressure, and after completion of the rich spike, the WGV is actuated to raise the turbocharging pressure again, the combustion air-fuel ratio is adjusted to the theoretical air-fuel ratio while suppressing an air amount by a throttle so as not to vary shaft torque until the turbocharging pressure is restored, and upon the turbocharging pressure being restored the air amount is increased by the throttle and the combustion air-fuel ratio is returned to a lean air-fuel ratio. According to second quantity of state control, a rich spike is executed while actuating the WGV so as to maintain the turbocharging pressure, and after completion of the rich spike, the air amount is increased by the throttle and the combustion air-fuel ratio is returned to a lean air-fuel ratio.

Control apparatus for internal combustion engine

In an internal combustion engine an air-fuel ratio is switched between at least two target values without generating torque fluctuations, while a deterioration in fuel consumption performance and exhaust performance is suppressed. When a condition for switching a combustion mode from stoichiometric combustion to lean combustion and a condition that the amount of change in a target torque is less than or equal to a predetermined value are satisfied, a target EGR rate is increased towards an EGR limit prior to switching the target air-fuel ratio. The target air-fuel ratio is maintained at the stoichiometric air-fuel ratio until the target EGR rate reaches the EGR limit, and in response to the target EGR rate reaching the EGR limit, the target air-fuel ratio is changed towards a lean air-fuel ratio.

A target air amount for achieving a requested torque is back-calculated from the requested torque using a virtual air-fuel ratio. The virtual air-fuel ratio is changed from a first air-fuel ratio to a second air-fuel ratio in response to a condition for switching an operation mode being satisfied. After the virtual air-fuel ratio is changed, the target air-fuel ratio is maintained at the first air-fuel ratio until the ignition timing reaches a retardation limit. Subsequently, in response to the ignition timing reaching the retardation limit, the target air-fuel ratio is switched from the first air-fuel ratio to a third air-fuel ratio. After switching of the target air-fuel ratio, in response to a difference between the target air amount and an estimated air amount becoming equal to or less than a threshold value, the target air-fuel ratio is switched from the third air-fuel ratio to the second air-fuel ratio.

Control device for internal combustion engine with turbocharger

A target air amount for achieving a requested torque is calculated from the requested torque by using a virtual air-fuel ratio. The virtual air-fuel ratio is changed from a first air-fuel ratio to a second air-fuel ratio in response to a condition for switching an operation mode from an operation by the first air-fuel ratio to an operation by the second air-fuel ratio being satisfied. After the virtual air-fuel ratio is changed from the first air-fuel ratio to the second air-fuel ratio, a target air-fuel ratio is switched from the first air-fuel ratio to the second air-fuel ratio. After the virtual air-fuel ratio is changed from the first air-fuel ratio to the second air-fuel ratio, a target valve timing is switched from a first valve timing to a second valve timing.

An internal combustion engine executes EGR and controls the air-fuel ratio based on a detected oxygen concentration in the exhaust. An electronic control unit controls the engine such that the detected value for the air-fuel ratio upstream from a front catalyst provided in an exhaust pipe reaches a value indicating a leaner air-fuel ratio when EGR is being executed than when not executed. Therefore, the controlled air-fuel ratio follows shifting of a window to the leaner side in response to execution of EGR, so that the air-fuel ratio is controlled more precisely in response to the execution of EGR.

Growing community of inventors

Susono, Japan

Yosuke Matsumoto