Abstract: A control system for an internal combustion engine is disclosed. The engine has an exhaust gas recirculation passage for recirculating a portion of exhaust gases from the engine to an intake system and an exhaust gas recirculation control valve for controlling an amount of exhaust gases recirculated through the exhaust gas recirculation passage. A valve opening amount of the exhaust gas recirculation control valve is detected. A fuel amount to be supplied to the engine is calculated according to the valve opening amount of the exhaust gas recirculation control valve. An average valve opening value, a change rate of which is smaller than that of the detected valve opening amount is used to calculate a correction value for correcting the fuel supply amount. The fuel supply amount is corrected according to the calculated correction value from a time at which an opening of the exhaust gas recirculation control valve is detected.

Abstract: A control system for preventing a sudden change in the passengers' feeling for the acceleration. After determining whether the assistance using the motor is permitted with respect to each of different control modes, an amount of assistance for each mode is calculated. If the output assistance is permitted in any mode, the maximum amount of assistance is selected, and a previous value of the maximum amount of assistance is compared with the current value of the maximum amount of assistance. A shift value is obtained by subtracting a predetermined assistance value from the previous value when the current value is less than the previous value, and the amount of assistance is set to the shift value until the shift value becomes equal to or less than the current value, so as to gradually shift the amount of assistance from the previous value to the current value.

Abstract: A control device for a hybrid vehicle is provided that can prevent fuel consumption from deteriorating by preventing a battery from tending to discharge if a failure such as being unable to operate a deceleration cylinder deactivation system occurs.

Abstract: A control system for an internal combustion engine having an intake system and an exhaust system is disclosed. The exhaust system includes a catalyst, and the intake system includes a throttle valve. The engine is mounted on a vehicle having a brake booster to which an intake pressure at downstream of the throttle valve is introduced. The catalyst temperature rise control in which the intake air amount is increased after starting of the engine and the ignition timing is retarded according to a rotational speed of the engine is performed. When a pressure difference between the detected intake pressure and the atmospheric pressure during the catalyst temperature raising control is less than a predetermined pressure, the increased intake air amount and the retard amount of the ignition timing is gradually decreased.

Abstract: A control apparatus provided in a hybrid vehicle with a combustion engine for outputting a driving force, an electric motor for generating a force for assisting the output from the engine, depending on the driving conditions, a power storage unit for storing electric energy generated by the motor acting as a generator using the output from the engine and electric energy generated by the motor when the vehicle decelerates. The control apparatus includes an output assistance determining device for determining whether to assist the output from the engine by the motor; a generation controller for setting the amount of generation by the motor and performing the generation by the motor when the output assistance determining device determines that the motor is not to assist the output from the engine; and a generation limiter for limiting the amount of generation set by the generation controller.

Abstract: A control system and method applied to a hybrid vehicle by which an excessive decrease of the remaining battery charge can be prevented while driving in a traffic jam. In the method, the remaining battery charge of the battery device is detected; and whether the vehicle is driving in a traffic jam is determined; and the charging device is made to charge the battery device if the detected remaining battery charge of the battery device is below a first predetermined value, and if it is determined that the vehicle is driving in a traffic jam.

Abstract: A vehicular power-transmission control system comprises a continuously variable transmission CVT, which transmits the output of an engine E to wheels, a starting clutch 5, which controls the transmission of power in the continuously variable transmission, an electrical motor generator M, which can assist the engine in rotational drive, and a hydraulic pump P, which is connected to the output shaft of the engine. When the vehicle, which has come into a halt with the engine consequently stopped in an idling elimination control, is to be restarted, the power-transmission control system controls the electrical motor generator to rotate the output shaft of the engine, to which fuel supply is not allowed, thereby to drive the pump. Thereafter, when the starting clutch receiving a hydraulic pressure from the hydraulic pump starts its engagement, the power-transmission control system starts the operation of the engine.

Abstract: An engine control system for hybrid vehicles, so as to smoothly switch the driving operation from the cylinder-deactivated engine operation, in which at least a part of the total number of cylinders of the engine is deactivated, to the all-cylinder-activated engine operation while considering the driver's intention. When the vehicle is decelerated, the cylinder-deactivated engine operation is performed and regeneration using the motor is performed. The system includes a cylinder deactivation release determining section for releasing the cylinder-deactivated engine operation when an engine speed decreases to a reference engine speed with respect to the cylinder-deactivated engine operation; and a brake operation detecting section for detecting whether a brake pedal is depressed.

Abstract: A control system and method for accelerating the warm-up operation of a hybrid vehicle while preferably using the characteristics of the hybrid vehicle. The system comprises a warm-up accelerating section for accelerating warm-up of the engine by controlling the ignition timing of the engine according to a temperature of water for cooling the engine; and a power generation control section for performing power generation using the motor according to a remaining charge of a battery of the vehicle. The warm-up accelerating section has an ignition timing correcting section for correcting the ignition timing according to an amount of generated power which is controlled by the power generation control section. Therefore, in comparison with the case of performing the warm-up operation by simply using both the ignition timing retardation and the power generation, the ignition timing can be close to the optimum point, thereby improving the combustion efficiency.

Abstract: There is provided a control device for an engine including an automatic stop and start function, wherein detected data taken prior to an engine stop or results of an operation carried out based on the detected data are retained in executing an engine automatic stop control. In particular, in a case where the technology is applied to an engine including a thermostat proper operation determination function, a thermostat proper operation determination process is constructed so as to continue to be executed in executing an engine automatic stop control.

Abstract: A control device for a hybrid vehicle is provided, which executes charging of a capacitor when a depth-of-discharge of a capacitor exceeds a predetermined depth-of-discharge which is set based on a vehicle speed. The control device of the hybrid vehicle, provided with an engine, a motor for assisting the output of the engine, and a capacitor for supplying electric power to the motor and for storing regenerative energy, comprises a depth-of-discharge detecting device (S063) for detecting a depth-of-discharge DOD of the capacitor, wherein when the depth-of-discharge DOD of the capacitor falls below the depth-of-discharge limit value DODLMT (053), the capacitor is charged so as to recover the depth-of-discharge of the capacitor.

Abstract: A control apparatus for a hybrid vehicle that can improve the fuel consumption ratio while providing a good drivability is provided. It is determined whether the temperature of a catalyst in an exhaust system is equal to or below a predetermined temperature, and if this condition is satisfied, a Wide Open Throttle determination degree of throttle opening value for determining whether to carry out the Wide Open Throttle control is looked up in a table. Next, it is determined whether a degree of throttle opening is above the Wide Open Throttle determination degree of throttle opening value, and if this condition is satisfied, it is determined whether a remaining battery charge is equal to or above one within the normal use region. If this condition is satisfied, it is determined whether an engine speed is equal to or above a degree of throttle opening Wide Open Throttle prohibiting upper limit engine speed value.

Abstract: A control device for a hybrid vehicle includes an actual intake gas negative pressure detection unit which detects an intake air negative pressure for the engine, an estimated intake gas negative pressure calculation unit which estimates an intake air negative pressure based on a revolution number of the engine and an opening degree of a throttle, and an engine control unit which compares an actual intake gas negative pressure obtained by the actual intake gas negative pressure detection unit with an estimated intake gas negative pressure obtained by the estimated intake gas negative pressure calculation unit. The engine control unit prohibits a fuel supply to the engine until the actual intake gas negative pressure matches the estimated intake gas negative pressure, and carries out the fuel supply to the engine when the actual intake gas negative pressure matches the estimated intake gas negative pressure.

Abstract: A control device for a hybrid vehicle includes an actual intake gas negative pressure detection unit which detects an intake air negative pressure for the engine, an estimated intake gas negative pressure calculation unit which estimates an intake air negative pressure based on a revolution number of the engine and an opening degree of a throttle, and an engine control unit which compares an actual intake gas negative pressure obtained by the actual intake gas negative pressure detection unit with an estimated intake gas negative pressure obtained by the estimated intake gas negative pressure calculation unit. The engine control unit prohibits a fuel supply to the engine until the actual intake gas negative pressure matches the estimated intake gas negative pressure, and carries out the fuel supply to the engine when the actual intake gas negative pressure matches the estimated intake gas negative pressure.

Abstract: An engine automatic start stop control apparatus controls an engine of a vehicle to be automatically stopped or started in response to driving conditions of a vehicle. Particularly, the apparatus is applied to the vehicle that performs idle stop control for reduction of discharge gas. Herein, the apparatus controls the engine to restart based upon determination for restarting the engine under an engine stop mode. Namely, the apparatus controls the engine to restart if a driver depresses a clutch pedal or if a driver does not depress a brake pedal during an engine stall in which engine speed becomes zero. Thus, it is possible to restart the engine by prescribed operations even if the driver mistakenly recognizes that the engine is stopped by automatic stop control although the engine actually stalls due to an error operation of the driver so that the engine speed becomes zero.

Abstract: In order to prevent an occurrence of dieseling phenomenon, and to prevent engine rotation speed from decreasing during idle operation or the idle operation from being stopped, in step S111, it is determined whether the flag value of an idle stop flag F_IDLSTP is “1” or not. If it is determined that the determination result is “YES”, that is, if it is determined that the internal combustion engine body is stopped, 0% is set to a target purge control valve drive duty value PGCMD (step S105), and 0 is set to the target purge flow rate QPGC (step S106). If it is determined that the determination result is “NO”, that is, when the internal combustion engine body is in operation, PGCMD calculation processing is executed (step S112).

Abstract: A hybrid vehicle control apparatus is provided, wherein an unpleasant sensation is not imparted to a driver depressing an accelerator pedal at the time of departure. In a hybrid vehicle control apparatus with an engine and a motor as the drive sources, and a battery for storing electrical energy from the engine or the kinetic energy of the vehicle converted by the motor, the vehicle is provided with an automatic transmission. Moreover, there is provided a discharge suppression mode which suppresses discharge from the remaining battery charge detected by a battery ECU, and a charge/discharge permit mode which permits charge/discharge of the battery. At a time of vehicle departure, departure assistance is performed only when a degree of throttle opening showing an acceleration intention of the driver exceeds a determination threshold which is larger than a determination threshold for at the time of the discharge/charge permit mode.

Abstract: A control device for a hybrid vehicle powered from an engine and an assist motor for supplying electric power in an amount predetermined according to running conditions of the vehicle further includes means for detecting a catalyzer temperature and correcting the predetermined assist power value according to the detected catalyzer temperature when accelerating and means for preventing the idling engine from being cut off when detected catalyzer temperature is lower than a preset temperature. This control device thus realizes rapid heating of the catalyzer device to a temperature necessary for activating the catalyzer therein by adequately correcting the assist power value of the motor according to the current catalyzer temperature when accelerating and by preventing the idling engine from being cut off while the catalyzer device has a low temperature.

Abstract: In an assist control apparatus for a hybrid vehicle comprising an engine as a drive source of the vehicle, and a motor assisting drive of the engine in accordance with driving conditions of the vehicle, the engine is a cylinder deactivating engine switchable between a normal operation and a cylinder deactivating operation, and there is provided a cylinder resumption assist judgment device which judges whether the drive of the engine should be assisted by the motor, when the engine shifts from the cylinder deactivating operation to the normal operation, and when the cylinder resumption assist judgment device judges a resumption from the cylinder deactivated condition, and judges that a throttle opening is larger than a predetermined value, drive of the engine is assisted by the motor.

Abstract: A control device for a hybrid vehicle is provided which comprises an all cylinder deactivated operation execution flag F_ALCS for executing the all cylinders deactivated operation, when it is determined that the all cylinders deactivated operation is appropriate by the all cylinders deactivation standby flag F_ALCSSTB for determining the appropriateness of the all cylinders deactivated operation and the all cylinders deactivation release conditions realization flag F_F_ALCSSTP for determining the appropriateness of releasing the all cylinders deactivated operation, based on the all cylinders deactivation solenoid flag F_ALCSSOL for operating a spool valve, steps S110 and S117 for determining an appropriateness of the operation of the solenoid valve, the all cylinder deactivation standby flag F_ALCSSTB, the all cylinder deactivation conditions realization flag F_ALCSSTP, the all cylinder deactivation solenoid flag F_ALCSSOL, and steps S110 and S112.