Abstract: To provide a controller and a control method for an internal combustion engine capable of reducing the calculation error of recirculation exhaust gas amount due to changes with time of the internal combustion engines, and humidity change of intake air, and also capable of reducing the calculation error of recirculation exhaust gas amount at transient operation. The controller and the control method for the internal combustion engine calculates humidity detecting EGR rate based on intake-air humidity and manifold humidity, calculates humidity detecting opening area which realizes humidity detecting recirculation flow rate calculated based on humidity detecting EGR rate, calculates learned opening area corresponding to present opening degree of EGR valve using learning value of opening area calculated based on humidity detecting opening area, and calculates flow rate of recirculation exhaust gas for control based on learned opening area.

Abstract: Provided is a cylinder intake air amount estimation apparatus for an internal combustion engine, which is capable of highly precisely calculating a cylinder intake air amount based on an AFS intake air amount in a control system for an engine including a supercharger. A cylinder intake air amount calculation part calculates the cylinder intake air amount based on an intake opening intake air amount by using a physical model of an intake system derived based on a volume efficiency acquired by considering an intake manifold as a reference, which is a volume efficiency of air entering a cylinder from the intake manifold, a virtual intake manifold volume, and a stroke volume per cylinder, the physical model being adapted to the control system for an engine including a supercharger.

Abstract: There is provided a controller and a control method for an internal combustion engine capable of correcting a detection error of a crankshaft angle with high accuracy. A controller for an internal combustion engine includes an angle information detector that detects an angle interval and a time interval by a specific crank angle sensor; an angle information correction calculator that corrects the angle interval or the time interval by the correction value; an angle information calculator that calculates a crank angle speed, a crank angle acceleration, and an angular acceleration change amount based on the corrected angle interval and the corrected time interval; and a correction value change calculator that change the correction value so that the angular acceleration change amount approaches zero.

Abstract: There is provided an internal combustion engine controller and a control method thereof that can accurately estimate an EGR rate even when the humidity of intake air (the atmospheric air) changes. In the internal combustion engine controller and the control method thereof, an EGR rate is calculated based on an inner-manifold water vapor partial pressure ratio calculated based on a manifold pressure, a manifold temperature, and a manifold humidity and an inner-intake-air water vapor partial pressure ratio calculated based on an intake-air pressure, an intake-air temperature, and an intake-air humidity.

Abstract: A basic EGR flow rate calculation part calculates a basic EGR flow rate based on an intake manifold pressure, which is a pressure in an intake manifold, an exhaust pressure, which is a pressure in an exhaust pipe, an exhaust temperature, which is a temperature in the exhaust pipe, and an opening degree of an EGR valve. An EGR flow rate correction part corrects the basic EGR flow rate based on an intake manifold pressure ratio, which is a ratio between the intake manifold pressure and the exhaust pressure, and an exhaust VVT phase angle of an exhaust VVT mechanism, to thereby calculate a corrected EGR flow rate as an EGR flow rate.

Abstract: The control device includes an operation state detector, an intake manifold pressure detector, an air humidity detector, an air temperature detector, an atmospheric pressure detector, and a controller that controls the engine output on the basis of detection results of the detectors. The controller generates humidity information on the air which is taken in by the internal combustion engine, from the humidity, temperature, and atmospheric pressure, calculates a dry air partial pressure by correcting the pressure detected by the intake manifold pressure detector, by using the humidity information, and controls the engine output by taking the pressure detected by the intake manifold pressure detector as a wet air pressure and selecting, according to a control element, either one of the wet air pressure and the dry air partial pressure as a pressure to be used for the engine output control.

Abstract: In a control device of an internal combustion engine, an atmospheric pressure estimation portion includes an effective opening area calculation portion calculating an effective opening area corresponding to a throttle opening, a throttle opening learning value calculation portion calculating a learning value in a relation of the effective opening area and the throttle opening, an error variation calculation portion calculating an error variation from an error from the corrected learning value, a variation range determination portion determining whether the error variation is within a predetermined range, an atmospheric pressure estimated value update portion updating an atmospheric pressure estimated value, and a target throttle opening calculation portion calculating a target throttle opening using the updated atmospheric pressure estimated value. The throttle opening is controlled to be the target throttle opening.

Abstract: In the control device, a relationship of a throttle-upstream pressure with respect to an exhaust-gas amount is used in a state where a supercharge pressure becomes the lowest by a WG-instruction value with respect to a WGV-control component 220 for driving a WGV 33a provided at a bypass passage 33 bypassing a turbocharger 32, and a relationship of a throttle-upstream pressure with respect to an aperture of a throttle valve 23, a rotational speed of an engine, and an intake-manifold pressure is used, and any of the throttle-upstream pressures, whichever is higher, being calculated in accordance with each of the relationship, is defined as a throttle-upstream-estimation value, whereby the throttle-upstream pressure is estimated by a cheap means with high accuracy so as to control the engine.

Abstract: In an engine control device, a saturated water vapor pressure Ps is calculated from an intake temperature detected by an intake air temperature sensor. A water vapor partial pressure is worked out from the saturated water vapor pressure and humidity detected by a humidity sensor. A specific humidity q and a molar fraction are worked out from the water vapor partial pressure and an atmospheric pressure detected by an atmospheric pressure sensor. A moist air amount is calculated from an intake air amount detected by an AFS on the basis of the molar fraction, and a dry air amount is calculated from this moist air amount on the basis of the specific humidity. A fuel injection amount, an ignition timing, and a target throttle opening are then calculated on the basis of various operation information, using the moist air amount, the dry air amount, and the specific humidity.

Abstract: A control apparatus for an internal combustion engine comprises a throttle upstream pressure estimation unit which calculates, based on an AFS intake air amount from an AFS and an intake manifold pressure, an average density ?ave(n) in a region combining a supercharged portion from a downstream of a compressor to an upstream of a throttle valve and an intake manifold, and estimates a throttle upstream pressure based on the intake manifold pressure and the average density ?ave(n). Further, the throttle upstream pressure estimation unit learns a relationship between a throttle opening degree and an effective opening area to correct a throttle upstream pressure estimated value (estimated P2) based on a range of a throttle opening degree learning value, the throttle opening degree learning value, and a dispersion of the actual throttle opening degree error.

Abstract: The objective of the present invention is to provide a controller for a supercharger-equipped internal combustion engine and a control method that can reduce man-hours for data measurement and matching, which are required to perform while the internal combustion engine and the supercharger are combined. In a controller, a target turbine flow rate for realizing a target compressor driving force is calculated; a target wastegate flow rate is calculated based on an exhaust gas flow rate and the target turbine flow rate; a target turbine-upstream pressure is calculated based on a target before/after-turbine pressure ratio for realizing the target compressor driving force and a turbine-downstream pressure; a target gate effective opening area is calculated based on the target wastegate flow rate, the target before/after-turbine pressure ratio, and the target turbine-upstream pressure; then, a gate valve control value is calculated.

Abstract: There is provided a controller, for a supercharger-equipped internal combustion engine, that can accurately estimate a supercharging pressure, without providing a pressure sensor for detecting the supercharging pressure. In a controller for a supercharger-equipped internal combustion engine, a correction value for correcting a supercharging pressure estimation value is changed so that an effective opening area estimation value, estimated based on a supercharging pressure estimation value and the like, approaches a preliminarily set effective opening area default value corresponding to a throttle opening degree detection value.

Abstract: An internal combustion engine inner-cylinder pressure estimation apparatus includes a detection unit that detects an operation condition of an internal combustion engine, a calculation unit that calculates an ignition delay that is an interval from an ignition timing to a starting timing of heat generation by combustion, based on an operation condition detected by the detection unit, and a combustion velocity calculation unit that calculates a combustion velocity, based on the operation condition. There is simulated a phenomenon that after an ignition delay period following an ignition timing has elapsed, a flame generated at the gap portion of an ignition plug expands up to the inner-cylinder wall surface at the combustion velocity and in the shape of an ellipsoid whose center is the gap portion of the ignition plug.

Abstract: In a control device of an internal combustion engine, an atmospheric pressure estimation portion includes an effective opening area calculation portion calculating an effective opening area corresponding to a throttle opening, a throttle opening learning value calculation portion calculating a learning value in a relation of the effective opening area and the throttle opening, an error variation calculation portion calculating an error variation from an error from the corrected learning value, a variation range determination portion determining whether the error variation is within a predetermined range, an atmospheric pressure estimated value update portion updating an atmospheric pressure estimated value, and a target throttle opening calculation portion calculating a target throttle opening using the updated atmospheric pressure estimated value. The throttle opening is controlled to be the target throttle opening.

Abstract: A control device for an internal combustion engine is configured to: calculate a target intake air amount and a target charging efficiency based on a target torque; control an opening degree of a throttle valve (6) based on the target intake air amount; calculate a target supercharger downstream pressure based on the target charging efficiency; detect a pressure on an upstream side of a supercharger; calculate a target compressor driving force based on the target intake air amount, the target supercharger downstream pressure, and the supercharger upstream pressure; and calculate a target bypass valve opening degree based on the target compressor driving force, to thereby control an opening degree of a bypass valve (12) provided to a bypass passage for bypassing the supercharger.

Abstract: An estimation device for a cylinder intake air amount in an internal combustion engine can make calculations in real time with a high accuracy in a small number of adaptation constants. The device includes an AFS, a volumetric efficiency corresponding value calculation unit that calculates a volumetric efficiency correction factor which is an index indicating an amount of air entering a cylinder, a physical model that models a response delay of an intake system, and a unit that calculates a cylinder intake air amount actually sucked into the cylinder by using the amount of intake air, the volumetric efficiency correction factor and the physical model. The volumetric efficiency correction factor required for calculating the amount of air sucked into the cylinder by a response delay model of the intake system is calculated by using the intake air amount, an intake manifold density, and an intake manifold density change amount.

Abstract: A basic EGR flow rate calculation part calculates a basic EGR flow rate based on an intake manifold pressure, which is a pressure in an intake manifold, an exhaust pressure, which is a pressure in an exhaust pipe, an exhaust temperature, which is a temperature in the exhaust pipe, and an opening degree of an EGR valve. An EGR flow rate correction part corrects the basic EGR flow rate based on an intake manifold pressure ratio, which is a ratio between the intake manifold pressure and the exhaust pressure, and an exhaust VVT phase angle of an exhaust VVT mechanism, to thereby calculate a corrected EGR flow rate as an EGR flow rate.

Abstract: There is provided an internal combustion engine control apparatus including an exhaust gas recirculation amount estimation unit that can estimate an EGR flow rate with an accuracy enough to appropriately control an internal combustion engine. An internal combustion engine control apparatus according to the present invention has an exhaust gas recirculation amount estimation unit that learns the relationship between a detected opening degree of an exhaust gas recirculation valve and a calculated effective opening area of the exhaust gas recirculation valve and estimates an exhaust gas recirculation amount, based on the relationship between a control exhaust gas recirculation valve effective opening area calculated based on the learning and an opening degree of the exhaust gas recirculation valve; for controlling an internal combustion engine, the internal combustion engine control apparatus utilizes the exhaust gas recirculation amount estimated by the exhaust gas recirculation amount estimation unit.

Abstract: There is provided an internal combustion engine control apparatus that can more accurately calculate a volume efficiency correction coefficient and can more accurately estimate the amount of air that flows into a cylinder and the external exhaust gas recirculation amount. In an internal combustion engine provided with an exhaust gas recirculation apparatus including an exhaust gas recirculation valve and an exhaust gas recirculation path, based on a cylinder flow rate, an exhaust gas recirculation amount, an inner-intake-pipe density, and an inner-intake-pipe density changing amount, a volume efficiency correction coefficient, as a volume efficiency corresponding value, is calculated; then, by use of the calculated volume efficiency correction coefficient, a cylinder intake air amount and a recirculation amount of exhaust gas that is taken into the cylinder are calculated.

Abstract: In a control device and method for an internal combustion engine with a supercharger, a first/second temperature sensor and a first/second air pressure sensor are respectively provided on an upstream/downstream side of a supercharging path from a compressor to a throttle valve. A control portion calculates an inflow air mass to the supercharging path and an outflow air mass from the supercharging path, calculates a throttle upstream air mass in a high operational load state from those air masses, calculates a throttle upstream air mass in a low operational load state from outputs of the first temperature sensor and the first air pressure sensor, selects either one of the throttle upstream air masses depending on an operational load state of the engine, and calculates a throttle upstream pressure based on the upstream air mass selected and a second temperature detected by the second temperature sensor.