Abstract: A fuel injection control apparatus for an engine, which makes an appropriate increasing correction to a fuel amount at fete time of restart after the stop period of the engine, thereby making it possible to cut down on the amounts of NOx emissions, is provided. The fuel injection control apparatus comprises an injection volume control unit for controlling a fuel injection volume a supplied oxygen amount detection unit for detecting a supplied oxygen amount, an activity determination unit for determining whether or not an exhaust purification catalyst is in an active state, and an amount increasing correction unit for making an increasing correction to the fuel injection volume in accordance with the detection results of the supplied oxygen amount detection unit and the determination results of the activity determination unit.

Abstract: A traveling mode switching controller of a hybrid electric vehicle has a state-of-charge detection unit; a driver request output detection unit; a correction unit; and a switching control unit for controlling a switch from a first traveling mode to a second traveling mode when a vehicle request output exceeds an output threshold value. In the first traveling mode, an engine is deactivated and the drive motor is activated. In the second traveling mode, drive wheels are actuated by means of driving power of the engine, or a generator connected to the engine is activated to generate electric power to activate the drive motor to actuate the drive wheels. The switching control unit sets the output threshold value low as the state of charge decreases, thereby changing conditions for switching the first traveling mode to the second traveling mode.

Abstract: When fuel tank internal pressure is at a first predetermined pressure P1 or above over a first predetermined time length t1, a fuel tank shutoff valve is opened and a vapor solenoid valve is closed to make piping internal pressure equal to the fuel tank internal pressure. Then, a purge control valve is opened to emit fuel evaporative gas from the fuel tank into an intake passage. When the fuel tank internal pressure is continuously at a second predetermined pressure P2 or below over the first predetermined time length t1, the fuel tank shutoff valve is closed, and when accumulated volume in high-pressure purge finishing phase reaches a second predetermined volume iv2 or above, the vapor solenoid valve is opened. When the accumulated volume in high-pressure purge finishing phase reaches a first predetermined volume iv1 or above, the purge control valve is opened and the engine is stopped.

Abstract: A first calculation device is provided that calculates a ratio of a target torque equivalent value of an engine to a maximum torque equivalent value of the engine, as a pressure ratio equivalent value. A second calculation device is also provided that calculates a flow velocity of air to flowing through a throttle valve in the engine, based on the pressure ratio equivalent value calculated by the first calculation device. A third calculation device is further provided that calculates a target throttle valve opening, based on the flow velocity calculated by the second calculation device. With this configuration, the target opening of a throttle valve corresponding to the requested engine torque, without using the pressures before and after the throttle valve section.

Abstract: An engine control apparatus includes a target air volume calculator which calculates a target air volume required by an engine, and an actual air volume calculator which calculates an actual air volume inhaled into a cylinder of the engine. The apparatus further includes an estimator which calculates the estimated value of subsequent actual air volume on the basis of a time lag from a time when the target air volume is calculated to a time when the actual air volume reaches the target air volume. The apparatus can accurately estimate an intake air volume inhaled into the cylinder to improve the controllability of the engine.

Abstract: A control apparatus of a hybrid vehicle includes an automatic transmission, a clutch, a motor, a battery, a driving assist control device performing a driving assist control by driving the motor to generate an assist torque, a gear shift assist control device performing a gear shift assist control by driving the motor in response to a decrease of the engine torque caused by the disengagement state of the clutch, an SOC value detection device detecting an SOC value, and a first mode switch device switching an operation mode of the hybrid vehicle from a normal mode in which the driving assist control and the gear shift assist control are performed to a battery power preserving mode in which the driving assist control is prohibited and the gear shift assist control is permitted in a case where the SOC value is equal to or smaller than a first predetermined value.

Abstract: In a series mode, a clutch rotational speed difference ?N is calculated, and when the clutch rotational speed difference ?N is within a first predetermined range R1, it is determined whether a sticking determination timer t indicates a first predetermined time t1 or longer. When a closed sticking timer t indicates the first predetermined time t1 or longer, fuel cut is performed, and the clutch rotational speed difference ?N is re-calculated. When the closed sticking timer t indicates a second predetermined time t2 or longer, and the clutch rotational speed difference ?N is within a second predetermined range R2, it is determined that there is closed sticking of a clutch. When the closed sticking timer t indicates less than the time t2, and the clutch rotational speed difference ?N is out of the second predetermined range R2, it is determined that there is no closed sticking of the clutch.

Abstract: An engine operation control device for a hybrid vehicle, including: an engine provided in a vehicle; a power generator that is driven by the engine to generate electric power; a driving battery that is chargeable with electric power supplied from the power generator; and a front motor and a rear motor that drive drive wheels with electric power supplied from the driving battery or the power generator, and allowing a series mode in which the front motor drives front wheels and the rear motor drives rear wheels while the engine is operated at a predetermined set rotational speed to drive the power generator to generate electric power, wherein the set rotational speed is set to increase with decreasing of the atmospheric pressure in a present position of the vehicle in the series mode.

Abstract: A traveling mode switching controller of a hybrid electric vehicle has a state-of-charge detection unit; a driver request output detection unit; a correction unit; and a switching control unit for controlling a switch from a first traveling mode to a second traveling mode when a vehicle request output exceeds an output threshold value. In the first traveling mode, an engine is deactivated and the drive motor is activated. In the second traveling mode, drive wheels are actuated by means of driving power of the engine, or a generator connected to the engine is activated to generate electric power to activate the drive motor to actuate the drive wheels. The switching control unit sets the output threshold value low as the state of charge decreases, thereby changing conditions for switching the first traveling mode to the second traveling mode.

Abstract: A traveling mode switching controller of a hybrid electric vehicle has a velocity detection unit, a state-of-charge detection unit, and a switching control unit for selectively switching among first to third traveling modes. In the first traveling mode, an engine is deactivated and a drive motor is activated to actuate drive wheels. In the second traveling mode, the engine activates a generator to activate the drive motor. In the third traveling mode, the engine activates the drive wheels. When the state of charge is less than a first state of charge, the switching control unit performs switching between the second traveling mode and the third traveling mode at a first velocity. When the state of charge is the first state of charge or more, the switching control unit performs switching between the first traveling mode and the third traveling mode at a predetermined velocity higher than the first velocity.

Abstract: An ignition switch is turned on, and when an abnormality is detected in any of electronic control instruments or sensors, real failure is established, and a fail-safe process is performed. After a lapse of a predetermined period from the establishment of the real failure, fault determination is established, a failure level is sent, and a hybrid fail-safe process is performed. Then, when the abnormality is eliminated, the real failure is not established, and the fail-safe process of an engine is finished. Then, when the ignition switch is turned off and then again turned on, sending of the failure level to a hybrid control unit is stopped, and the hybrid fail-safe process is finished.

Abstract: An engine controlling apparatus includes a setting unit that sets a demand torque to an engine, a detection unit that detects a fluctuation of an external load, and a correction unit that corrects the demand torque. The apparatus includes a target torque calculation unit that calculates a target torque based on the demand torque, a control unit that controls an amount of air to be introduced into the engine so that an output torque may come close to the target torque, and an ignition timing detection unit that detects an ignition timing of the engine. The correction unit adds a torque increment for coping with a fluctuation of the external load to the demand torque to determine an increment correction demand torque and increases or decreases the increment correction demand torque in response to a displacement amount of the ignition timing from a predetermined reference value.

Abstract: An engine controlling apparatus includes an idle speed setting unit that sets a target idle speed upon idling of an engine mounted on a vehicle, and a target torque setting unit that sets a target torque in response to the target idle speed. The apparatus further includes an ignition timing controlling unit that controls an ignition timing and an intake air amount controlling unit that controls an intake air amount, and a steering angle detection unit that detects a steering angle. The apparatus further includes a torque value setting unit that sets a torque value in response to the steering angle. The intake air amount controlling unit controls the intake air amount in response to both the target torque and the torque value. The ignition timing controlling unit controls the ignition timing so that the engine outputs the target torque.

Abstract: An output control device of a vehicle is provided. A flow speed ratio calculator obtains a flow speed ratio which is a ratio between a flow speed of an intake air of the internal combustion engine realizing a current base request torque which is currently calculated and a flow speed of the intake air of the internal combustion engine realizing a previous request torque which is previously calculated. A base request torque corrector corrects the base request torque based on the flow speed ratio. A controller controls a driving parameter of the internal combustion engine according to the current request torque which is currently calculated based on the current base request torque corrected by the base request torque corrector.

Abstract: A controlling apparatus for an engine includes a purge path connected to a sealing-type fuel tank and an intake system of an engine and is configured to allow purge gas containing evaporated fuel from the fuel tank to flow therethrough. A purge valve placed in the purge path is configured to adjust a flow rate of the purge gas. A calculation unit calculates a degree of opening of the purge valve based on a target introduction ratio of the purge gas, and a controlling unit controls the purge valve so as to establish the degree of opening calculated by the calculation unit. The calculation unit corrects, in high-pressure purge performed when a pressure in the fuel tank increases exceeding a predetermined pressure, the degree of opening using a tank pressure flow velocity correction coefficient K2 corresponding to an upstream pressure of the purge valve.

Abstract: A control apparatus for an engine introduces purge gas containing fuel gas evaporated from a fuel tank into an intake system includes an air-fuel ratio calculation unit that calculates an air-fuel ratio (AF) of the engine, and a purge rate calculation unit that calculates a purge rate (RPRG) corresponding to an introduction rate of the purge gas. The control apparatus further includes a concentration calculation unit that calculates a concentration (KAF—PRG) of the purge gas based on the air-fuel ratio (AF) calculated by the air-fuel ratio calculation unit and the purge rate (RPRG) calculated by the purge rate calculation unit. A decision unit permits or inhibits the concentration calculation unit to calculate the concentration (KAF—PRG) based on the purge rate (RPRG) calculated by the purge rate calculation unit. The estimation accuracy of the concentration (KAF—PRG) of purge gas is improved.

Abstract: A gear shift control device for controlling a hybrid vehicle drive system including an engine, an automated transmission, a clutch, and a motor generator, includes a torque indication device for indicating a driver request torque determined in accordance with an operation amount of an accelerator operated by a driver, a power generation interruption device changing a vehicle state to an engine driven state using all of the engine torque when a preliminary gear shift condition is satisfied in a state where the engine drives a driving wheel and the motor generator is actuated to generate an electric power, and a gear shift control device reducing the engine torque and generating an assist torque by actuating the motor generator, disconnecting the clutch, and returning the clutch to a connected state after changing gear sets of the gear train when a gear shift condition of the automated transmission is satisfied.

Abstract: An engine controlling apparatus includes an engine speed detection unit that detects an engine speed, and an acceleration operation amount detection unit that detects an acceleration operation amount inputted to an acceleration pedal. The apparatus includes a first calculation unit that calculates an acceleration demand torque based on the engine speed and the acceleration operation amount, a second calculation unit that calculates an external demand torque demanded from an external controlling system, and a third calculation unit that calculates a first target torque and a second target torque based on the acceleration demand torque and the external demand torque. The apparatus includes a fourth calculation unit that calculates a maximum torque which can be generated by the engine at an actual charging efficiency, and a control unit that controls an ignition timing of the engine based on the actual torque and the first target torque.

Abstract: A controller of an internal combustion engine operable by an alcohol-containing fuel, includes: an alcohol concentration detecting unit, operable to detect an alcohol concentration of the alcohol-containing fuel; a feedback controller, operable to perform feedback control to make an exhaust air-fuel ratio of the internal combustion engine become equal to a target air-fuel ratio in accordance with an operation region; and an operation region setting unit, operable to set a stoichiometric operation region, in which the target air-fuel ratio is stoichiometric, in an enlarged manner when the alcohol concentration, detected by the alcohol concentration detecting unit, is higher than a concentration.

Abstract: An engine control apparatus includes a target air volume calculator which calculates a target air volume required by an engine, and an actual air volume calculator which calculates an actual air volume inhaled into a cylinder of the engine. The apparatus further includes an estimator which calculates the estimated value of subsequent actual air volume on the basis of a time lag from a time when the target air volume is calculated to a time when the actual air volume reaches the target air volume. The apparatus can accurately estimate an intake air volume inhaled into the cylinder to improve the controllability of the engine.