Toyota Jidosha Kabushiki Kaisha

Yuji Takeda

Toshio Suematsu

Katsushi Anzai

Osamu Harada

Yoshiyasu Ito

Kuniaki Niimi

Masahiko Teraoka

Katsuhiko Teraoka

Hidemi Senda

Kazuhiko Funato

Takanori Tsukamoto

Hiroshi Ozaki

Akinori Ichikawa

Toshinari Saiki

Matsuji Yoshida

In an internal combustion engine to which an air pressure actuation mechanism such as a variable vibration isolating support device is installed side by side, the engine speed at the time of idling is made to suitably converge on the target idling speed. The idling speed control device includes: an idling speed control mechanism for controlling the intake air amount of the internal combustion engine to make the engine speed be the desired target idling speed at the time of idling of the internal combustion engine; an air pressure actuation mechanism operated by selectively introducing the atmospheric pressure and the intake tube negative pressure produced in the intake passage on the down stream side of the throttle valve; and an intake air amount compensating mechanism for compensating the adjusting position of the idling speed control mechanism in the direction of decreasing the intake air amount of the internal combustion engine when introducing the intake tube negative pressure after the introduction of the atmospheric pressure into the air pressure actuation mechanism.

Idling speed control device of internal combustion engine and variable

The present invention controls ignition timing appropriately while an increment correction of the fuel injection amount is implemented. A control device of the invention determines a retard angle based on a difference between a prior increment factor, which is determined prior to an actual increment of the fuel injection amount in response to loading of the engine and an OTP fuel increment correction factor for determining the actual increment of the fuel injection amount. The engine load may be determined by intake air quality and rotating speed. When the increment correction is delayed for a fixed time period, the structure of the invention effectively prevents the ignition timing from being retarded excessively due to frequent knocking at the beginning of the delay time. This accordingly prevents the ignition timing from being maintained in the retarding condition to undesirably lower the power of the engine when the delay time has elapsed and an actual increment of the fuel injection amount has been executed. In the ignition timing control of the invention, an increase in retard angle immediately affects the ignition timing control while a decrease in retard angle slowly affects the ignition timing control. This allows the ignition timing to be controlled appropriately without undesirable delay.

Control device for an internal combustion engine

A first signal generating apparatus generates unit angular signals at predetermined angular intervals, in relation to the revolution of a first rotary shaft. The first signal generating apparatus generates a first reference signal which has a different timing than that of the unit angular signals. A second rotary shaft completes one revolution while the first rotary shaft completes two revolutions. A second signal generating apparatus generates a second reference signal with every revolution of the second rotary shaft. A counting apparatus counts the unit angular signals and stores the counted value, and initializes the counted value every time the first reference signal is generated. An angular detecting apparatus determines whether or not the second reference signal is generated by the second signal generating apparatus. Based on the result of this inquiry, the angular detecting apparatus measures the rotational or angular displacement of the first rotary shaft.

Apparatus for detecting the rotational displacement of a rotating member

An ignition timing control apparatus including a knocking sensor, wherein when knocking occurs, the ignition timing common to all cylinders is delayed by a predetermined amount and when knocking occurs at one of the cylinders and then again at the same cylinder, the ignition timing is delayed by an amount larger than the predetermined amount.

Ignition timing control apparatus for internal combustion engine

An engine which determines the occurrence of knocking using the maximum frequency point, which expresses the maximum strength of vibration which occurs with the highest frequency in the engine. The maximum frequency point is updated in accordance with the engine operating conditions. That is, a first region of a fixed width is set at the larger side of the strength of vibration of the maximum frequency point and the maximum frequency point is increased by a fixed value when the maximum strength of vibration occurring in the engine is in that first region. On the other hand, a second region of a fixed width is set at the smaller side of the strength of vibration of the maximum frequency point and the maximum frequency point is decreased by a fixed value when the maximum strength of vibration occurring in the engine is in that second region.

Knocking control apparatus of internal combustion engine

In an electronic ignition control device which operates based upon a sawtooth shaped crankshaft rotation position signal with conversion of the sawtooth shaped signal into an on/off pulse signal, a ratio of on or off duration of the on/off pulse signal to a cycle time span thereof is used to predict a next top dead center and to determine the ignition timing thereupon.

Ignition control device for internal combustion engine with prediction

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.

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.

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Toyota, Japan

Yuji Takeda