Abstract: A control device for an internal combustion engine includes an intake air amount controller and a variable valve controller. The intake air amount controller includes an exhaust manifold pressure calculator, an engine intake air amount calculator, a volumetric efficiency correction coefficient calculator, a cylinder intake air amount calculator, an exhaust gas flow rate calculator, and a cylinder intake air amount controller. The volumetric efficiency correction coefficient calculator calculates a volumetric efficiency correction coefficient based on a pressure ratio between an intake manifold pressure and an exhaust manifold pressure, a rotational speed of the internal combustion engine, and an actuation state of at least one of an intake valve and an exhaust valve.

Abstract: A control device for an internal combustion engine includes an intake air amount controller and a variable valve controller. The intake air amount controller includes an exhaust manifold pressure calculator, an engine intake air amount calculator, a volumetric efficiency correction coefficient calculator, a cylinder intake air amount calculator, an exhaust gas flow rate calculator, and a cylinder intake air amount controller. The volumetric efficiency correction coefficient calculator calculates a volumetric efficiency correction coefficient based on a pressure ratio between an intake manifold pressure and an exhaust manifold pressure, a rotational speed of the internal combustion engine, and an actuation state of at least one of an intake valve and an exhaust valve.

Abstract: By calculating a throttle opening learning value based on an actual effective opening area calculated based on the actual flow rate of intake air and an actual throttle opening with respect to variations caused by type differences of throttle valves and by calculating a throttle opening learning completion range indicating the region for which throttle opening learning completion has been determined based on the state of deviation between an effective opening area corrected by throttle opening learning and the actual effective opening area, control that applies the throttle opening learning value or fail-safe of an air flow sensor is performed in a contiguous throttle opening learning completion range.

Abstract: Based on an internal EGR ratio and desired external and internal EGR ratios, an EGR valve opening degree is feedback-controlled based on a desired EGR ratio, calculated in such a way as to perform correction so that a total EGR ratio becomes constant, and an EGR effective opening area obtained through learning of the relationship between an EGR valve opening degree and an effective opening area; thus, a correct characteristic of EGR valve opening degree vs. effective opening area can be maintained and hence it is made possible to absorb variations, changes with time, and even environmental conditions, while making an EGR valve and an intake/exhaust VVT collaborate with each other; therefore, an EGR flow rate can accurately be estimated.

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: By calculating a throttle opening learning value based on an actual effective opening area calculated based on the actual flow rate of intake air and an actual throttle opening with respect to variations caused by type differences of throttle valves and by calculating a throttle opening learning completion range indicating the region for which throttle opening learning completion has been determined based on the state of deviation between an effective opening area corrected by throttle opening learning and the actual effective opening area, control that applies the throttle opening learning value or fail-safe of an air flow sensor is performed in a contiguous throttle opening learning completion range.

Abstract: There is provided an internal combustion engine control apparatus having an exhaust gas recirculation amount estimation unit that learns the relationship between an exhaust gas recirculation valve opening area calculated by an exhaust gas recirculation valve opening area calculation unit and an opening degree of the exhaust gas recirculation valve and estimates an recirculation amount of exhaust gas utilized in controlling an internal combustion engine, based on the relationship between the exhaust gas recirculation valve opening area and the opening degree of the exhaust gas recirculation valve.

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 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: Based on an internal EGR ratio and desired external and internal EGR ratios, an EGR valve opening degree is feedback-controlled based on a desired EGR ratio, calculated in such a way as to perform correction so that a total EGR ratio becomes constant, and an EGR effective opening area obtained through learning of the relationship between an EGR valve opening degree and an effective opening area; thus, a correct characteristic of EGR valve opening degree vs. effective opening area can be maintained and hence it is made possible to absorb variations, changes with time, and even environmental conditions, while making an EGR valve and an intake/exhaust VVT collaborate with each other; therefore, an EGR flow rate can accurately be estimated.

Abstract: Provided is a control device for an internal combustion engine, capable of controlling acceleration-response characteristics, performing an operation at an optimal fuel-efficiency point, and learning variation factors in an internal combustion engine provided with a supercharger including a wastegate valve. A target throttle-valve upstream pressure is calculated based on a target charging efficiency and a rotation speed. An exhaust-gas flow rate is calculated based on an air/fuel ratio and an intake-airflow rate. A target compressor driving force is calculated based on a target intake-airflow rate and a target throttle-valve upstream pressure. A wastegate-valve control value is calculated from the exhaust-gas flow rate and the target compressor driving force by using the relationship in which the relation expression expressing the characteristics of the exhaust-gas flow rate and the target compressor driving force depends only on the wastegate-valve control value.

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: 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 having an exhaust gas recirculation amount estimation unit that learns the relationship between an exhaust gas recirculation valve opening area calculated by an exhaust gas recirculation valve opening area calculation unit and an opening degree of the exhaust gas recirculation valve and estimates an recirculation amount of exhaust gas utilized in controlling an internal combustion engine, based on the relationship between the exhaust gas recirculation valve opening area and the opening degree of the exhaust gas recirculation valve.

Abstract: Provided is a control device for an internal combustion engine, capable of controlling acceleration-response characteristics, performing an operation at an optimal fuel-efficiency point, and learning variation factors in an internal combustion engine provided with a supercharger including a wastegate valve. A target throttle-valve upstream pressure is calculated based on a target charging efficiency and a rotation speed. An exhaust-gas flow rate is calculated based on an air/fuel ratio and an intake-airflow rate. A target compressor driving force is calculated based on a target intake-airflow rate and a target throttle-valve upstream pressure. A wastegate-valve control value is calculated from the exhaust-gas flow rate and the target compressor driving force by using the relationship in which the relation expression expressing the characteristics of the exhaust-gas flow rate and the target compressor driving force depends only on the wastegate-valve control value.

Abstract: A cylinder identifying system for detecting reference position on a per cylinder basis with high accuracy and reliability independently of rotation states of an engine includes a means (31) for generating a plurality of crank angle pulses during rotation of a crankshaft (12), a means (21) for generating cylinder identifying pulses during rotation of a cam shaft (11), a means (40) for detecting reference positions on the basis of the crank angle pulses, a means (40) for setting cylinder identifying intervals with reference to the reference positions, a means (40) for identifying cylinders on the basis of the cylinder identifying pulse signals in the cylinder identifying intervals, and a means (40) for detecting low and high rotation speed ranges of the engine (10). Procedures of first and second performance specifications corresponding to low and high engine rotation speed ranges are changed over in dependence on the engine operation states.

Abstract: A crank angle position signal is generated which corresponds to rotational angles of a crankshaft and includes a specific signal for obtaining reference crank angle positions of cylinders. A cylinder identification signal is generated corresponding to the respective cylinders in accordance with the rotation of at least one of an intake-side cam and an exhaust-side cam which are subjected to VVT control. Correlation between the reference crank angle positions and cylinder groups is specified based on a combination of the reference crank angle positions and the cylinder identification signal. Cylinder identification ranges of a prescribed angular length in consideration of an advance angle and a retard angle are set based on the reference crank angle positions. The cylinders are identified based on the reference crank angle positions whose correlation with cylinder groups within each of the cylinder identification ranges has been specified, and the cylinder identification signal.

Abstract: Even if the engine is started from any crank angle position, it is possible to correctly determine the rotational direction of a crankshaft, so that fuel injection or ignition can be stopped when the crankshaft is rotating in the reverse direction. A measurement member has a plurality of angular position detection portions arranged at equal intervals in a circumferential direction of the crankshaft and a plurality of reference position detection portions at which a part of the angular position detection portions is missing. A crank angle sensor is arranged near the measurement member for generating a crank angle signal representative of the rotational position of the crankshaft. A period detector detects periods of pulses of the crank angle signal. A reference position determiner determines a plurality of reference positions based on the signal periods. A counter counts the pulses of the crank angle signal.

Abstract: Even if the engine is started from any crank angle position, it is possible to correctly determine the rotational direction of a crankshaft, so that fuel injection or ignition can be stopped when the crankshaft is rotating in the reverse direction. A measurement member has a plurality of angular position detection portions arranged at equal intervals in a circumferential direction of the crankshaft and a plurality of reference position detection portions at which a part of the angular position detection portions is missing. A crank angle sensor is arranged near the measurement member for generating a crank angle signal representative of the rotational position of the crankshaft. A period detector detects periods of pulses of the crank angle signal. A reference position determiner determines a plurality of reference positions based on the signal periods. A counter counts the pulses of the crank angle signal.