Toyota Jidosha Kabushiki Kaisha

Yusuke Nakayama

Koji Morita

Yukihiro Sonoda

Toru Kidokoro

Takuji Matsubara

Hiroshi Sawada

Zenichiro Mashiki

Yoshiyuki Shogenji

Kenichi Kinose

Nobuyuki Shibagaki

Shigeo Okubo

Hiroyuki Nomura

Mamoru Yoshioka

Takaaki Itou

Takashi Watanabe

Daigo Ando

Toshio Inoue

Takahiko Fujiwara

Koichi Hoshi

Keita Fukui

Katsuhiko Yamaguchi

Kenji Sakurai

Shunsuke Fushiki

Osamu Harada

Yoshihisa Shinoda

Mamoru Tomatsuri

Tsukasa Abe

Tsuyoshi Ito

Keisuke Sano

Takaaki Kanazawa

Keiko Hasegawa

Noriyasu Kobashi

A control apparatus for a vehicle controls the supply of electric power from a battery to first and/or second heat generating element(s), before starting of the internal combustion engine. When a suppliable amount of electric power is equal to or less than a first amount of electric power, the control apparatus controls the supply of electric power so that a whole amount of electric power within the suppliable amount of electric power is supplied to the second heat generating element, whereas when the suppliable amount of electric power is larger than the first amount of electric power but is equal to or less than a second amount of electric power, the control apparatus controls the supply of electric power so that the whole amount of electric power within the suppliable amount of electric power is supplied to the first heat generating element.

Control apparatus for vehicle

The present invention is intended to provide a technique of improving exhaust emissions at the time of starting up of an internal combustion engine, without decreasing the performance of a catalyst at the time of the engine starting up. The present invention is provided with the catalyst that is arranged in an exhaust passage of the internal combustion engine in which a plurality of kinds of fuels are able to be used, and serves to adsorb and remove exhaust gas components discharged from the internal combustion engine, wherein in cases where among the plurality of kinds of fuels, a first fuel is used in which unburnt fuel components thereof are easily adsorbed to the catalyst, at the time when a request is made for stopping the internal combustion engine, said first fuel is changed to a second fuel thereby to operate said internal combustion engine until said internal combustion engine is stopped.

Control apparatus and method for an internal combustion engine

A fuel control apparatus () for an internal combustion engine in a vehicle, the vehicle provided with: the internal combustion engine () provided with a fuel supply apparatus () capable of supplying, as fuel, first fuel (liquid fuel) and second fuel (CNG) in which amount of a reducing agent in an exhaust air under an rich air-fuel ratio is greater than that in the first fuel; and an exhaust purification apparatus () disposed in an exhaust passage of the internal combustion engine, the fuel control apparatus provided with: a first controlling device for controlling the fuel supply apparatus such that the supply of the fuel is temporarily stopped under a predetermined condition; and a second controlling device for controlling the fuel supply apparatus such that the second fuel is supplied as the fuel and such that an exhaust air-fuel ratio is the rich air-fuel ratio, if the supply of the fuel is restarted from a state in which the supply of the fuel is temporarily stopped.

Fuel control apparatus for internal combustion engine

The present invention has its object to provide a technique which can eliminate HC poisoning of an exhaust gas purification catalyst in a suitable manner in a fuel injection control system of an internal combustion engine which can use a liquid fuel and a gas fuel. In order to achieve this object, the present invention is constructed such that in the fuel injection control system of an internal combustion engine capable of using a liquid fuel and a gas fuel, when HC poisoning of the exhaust gas purification catalyst has occurred, HC poisoning is intended to be eliminated by causing the internal combustion engine to operate by the use of the gas fuel if the temperature of the exhaust gas purification catalyst is less than a specified value, whereas the elimination of HC poisoning is intended by causing the internal combustion engine to operate by the use of the liquid fuel if the temperature of an exhaust gas purification device is not less than the specified value.

Fuel injection control system of an internal combustion engine

A control device for an internal combustion engine includes an engine and a control unit. The engine can be driven by switching between CNG fuel and liquid fuel. The control unit switches an air fuel ratio, in case of switching fuel to be supplied to the engine between the CNG fuel and the liquid fuel, so that torque fluctuation of the engine is unchanged before and after switching the fuel.

Control device for internal combustion engine

An ambient NOadsorption catalyst that can adsorb NOcontained in an exhaust gas in the presence of CO under standard conditions is placed in an engine exhaust gas passage, in an internal combustion engine. Until an engine post-initiation catalyst is activated, the amounts of a high-boiling-point hydrocarbon and an unsaturated hydrocarbon that are contained in the exhaust gas flowing into the catalyst are reduced so that the NO-adsorbing activity cannot be deteriorated by the adhesion activity of the hydrocarbons while maintaining the CO concentration in the exhaust gas flowing into the catalyst at a level higher than the concentration required for the adsorption of NO.

Exhaust purification device of internal combustion engine

In a fuel injection system of an internal combustion engine in which a first fuel, which has a property to inhibit the adsorption of exhaust gas components by an exhaust gas purification catalyst, and the second fuel, which has a property not to inhibit the adsorption of the exhaust gas components by the exhaust gas purification catalyst, are able to be selectively used, the present invention has a task to decrease an amount of consumption of the second fuel in a suitable manner. In order to solve this task, the fuel injection system of an internal combustion engine according the present invention is constructed such that the second fuel is first supplied to the internal combustion engine when the exhaust gas purification catalyst is in a cold state, and a change from the second fuel to the first fuel is then made before the exhaust gas purification catalyst subsequently rises in temperature to an activation temperature thereof.

Fuel injection system of an internal combustion engine

A control device for an internal combustion engine includes an engine and a control unit. The engine can switch fuel to be used among plural kinds of fuel. The control unit delays a timing of switching the fuel to a timing of around a fuel cut in a case where switching the fuel is requested.

A control device is applied to an internal combustion engine capable of using CNG and gasoline by switching therebetween, and the CNG and the gasoline are associated, as fuel for use, with one and the other of two driving areas respectively, the driving areas being different from each other. The control device exceptionally switches the fuel for use from gasoline to CNG and implements an air-fuel ratio imbalance inspection (S, S), when the air-fuel ratio imbalance inspection is required for a CNG mode using CNG (S), the engine is driving in a driving area (AR) correlated to gasoline as fuel for use (S), and gasoline mode using gasoline as fuel for use is ongoing (S).

An exhaust passage of an internal combustion engine is provided with an upstream side three-way catalyst capable of purifying exhaust gas and a particulate filter (PM filter) for trapping particulate matter PM contained in exhaust gas. Catalyst warm-up control is exercised for the purpose of warming up mainly the upstream side three-way catalyst at cold start. Filter regeneration control for removing the particulate matter PM accumulating on the particulate filter from the filter is exercised at the cold start after the catalyst warm-up control is exercised.

Control apparatus for internal combustion engine

In a hybrid vehicle driven by a dual injection internal combustion engine including an injector for in-cylinder injection and an injector for in-intake air path injection, and assistive dynamic, to control learning of the internal combustion engine's air fuel ratio learning value to learn the engine's air fuel ratio the engine is steadily operated and only any one of the injectors is allowed to inject fuel, while learning of the air fuel ratio is controlled, and after controlling the learning has completed the other injector is alone allowed to inject the fuel, while learning of air fuel ratio is controlled.

Method of controlling air fuel ratio learning for dual injection internal combustion engine in hybrid vehicle

In a predetermined low-temperature startup state (in a rich atmosphere), in principle, over-advanced ignition control for advancing ignition timing beyond MBT and intake-synchronized injection control for causing the entire amount of to-be-injected fuel to undergo intake-synchronized injection are executed. Thus, the peak of intra-cylinder temperature increases, and the amount of port-adhering fuel decreases, whereby the emission amount of unburnt HC can be reduced. However, when the PM emission amount exceeds a PM permissible amount, instead of the intake-synchronized injection control, there is performed processing for causing a portion of the to-be-injected fuel to undergo intake-unsynchronized injection and causing the remaining fuel to undergo intake-synchronized injection. Thus, the amount of intra-cylinder-adhering fuel decreases, and the partial oxidation reaction of the intra-cylinder-adhering fuel, which is a cause of generation of PM, is suppressed. As a result, the PM emission amount decreases, whereby the PM emission amount can be suppressed to the PM permissible amount.

Internal combustion engine controlling apparatus

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.

When an injection sharing ratio r is neither 0 nor 1, an engine ECU executes a program including a step of calculating a purge reduction amount of an in-cylinder injector as fpg&#xd7;r and calculating a purge reduction amount of an intake manifold injector as fpg&#xd7;(1&#x2212;r) when performing purge processing according to a current fuel injection sharing ratio of the injectors, and a step of calculating a correction fuel injection amount of the in-cylinder injector by raising the fuel injection amount to a minimum fuel injection amount, and calculating a correction fuel injection amount of the intake manifold injector by subtracting the raised amount from the fuel injection amount of the intake manifold injector when the fuel injection amount of the in-cylinder injector calculated by using the purge reduction amount is lower than the minimum injection amount.

Control device of internal combustion engine

When an injection sharing ratio r is neither 0 nor 1, an engine ECU executes a program including a step of calculating a purge reduction amount of an in-cylinder injector as fpg&#xd7;r and calculating a purge reduction amount of an intake manifold injector as fpg&#xd7;(1-r) when performing purge processing according to a current fuel injection sharing ratio of the injectors, and a step of calculating a correction fuel injection amount of the in-cylinder injector by raising the fuel injection amount to a minimum fuel injection amount, and calculating a correction fuel injection amount of the intake manifold injector by subtracting the raised amount from the fuel injection amount of the intake manifold injector when the fuel injection amount of the in-cylinder injector calculated by using the purge reduction amount is lower than the minimum injection amount.

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Gotemba, Japan

Yusuke Nakayama