Abstract: An internal combustion engine is equipped with a downstream temperature sensor arranged in an intake passage, an upstream temperature sensor arranged in the intake passage upstream of the downstream temperature sensor, an EGR temperature sensor arranged in an EGR passage, and an airflow meter arranged in the intake passage. A control device corrects a temperature detected by each of the temperature sensors based on an amount of deviation of the temperature detected by that one of the temperature sensors upon activation of the control device after the lapse of a prescribed time or more since stoppage of the internal combustion engine from a reference temperature. Then, the control device calculates a flow rate of EGR gas based on the corrected temperature of that one of the temperature sensors and a flow rate of intake air, and detects the clogging of the EGR passage based on the flow rate.

Abstract: An internal combustion engine is equipped with a downstream temperature sensor arranged in an intake passage, an upstream temperature sensor arranged in the intake passage upstream of the downstream temperature sensor, an EGR temperature sensor arranged in an EGR passage, and an airflow meter arranged in the intake passage. A control device corrects a temperature detected by each of the temperature sensors based on an amount of deviation of the temperature detected by that one of the temperature sensors upon activation of the control device after the lapse of a prescribed time or more since stoppage of the internal combustion engine from a reference temperature. Then, the control device calculates a flow rate of EGR gas based on the corrected temperature of that one of the temperature sensors and a flow rate of intake air, and detects the clogging of the EGR passage based on the flow rate.

Abstract: A port injection valve injects fuel to an intake passage. In multiple injection processing, a demanded injection quantity of the fuel is divided into a synchronous injection quantity and a non-synchronous injection quantity in accordance with at least one of: the load, which is a physical quantity having a correlation with the amount of air to be filled; and the temperature of an internal-combustion engine. The fuel is injected through intake non-synchronous injection and intake synchronous injection in this order. In the intake synchronous injection, the fuel is injected synchronously with a valve-open period of an intake valve. In the intake non-synchronous injection, the fuel is injected at a timing more advanced than in the intake synchronous injection.

Abstract: Provided are an internal combustion engine control device and control method in which a multi-injection process comprises performing an intake synchronized injection and an intake asynchronous injection to inject a required injection amount of fuel by operating a port injection valve for injecting fuel into an intake passageway. A variable process includes variably setting an injection timing for the intake synchronized injection on the basis of at least two of three parameters. The injection timing for the intake synchronized injection is expressed by the rotation angle of a crank shaft of an internal combustion engine. The three parameters include a rotational speed of the crank shaft of the internal combustion engine, a valve-opening start timing of an intake valve, and a temperature of an intake system of the internal combustion engine.

Abstract: A port injection valve injects fuel into an intake passage. A base injection amount is an injection amount proportional to an amount of fresh air introduced into a cylinder of an internal combustion engine. A division process involves dividing the base injection amount into a synchronous injection amount and an asynchronous injection amount. In an intake-synchronous injection, the fuel is injected in synchronization with a period in which an intake valve is open. In an intake-asynchronous injection, the fuel is injected at a time advanced with respect to the intake-synchronous injection. In a selective correction process, the asynchronous injection amount is corrected according to a required correction amount for the base injection amount, and the synchronous injection amount is not corrected.

Abstract: A multi-injection process includes performing intake synchronized injection in which fuel is injected in synchronism with an open valve period of an intake valve, and an intake asynchronous injection in which fuel is injected at a more advanced timing than during intake synchronized injection. A single-injection process includes injecting a required injection amount of fuel by intake asynchronous injection. An operating process includes operating a port injection valve for injecting fuel into an intake passageway. A selection process includes selecting the single-injection process if the temperature of an intake system of an internal combustion engine is not lower than a prescribed temperature, and selecting the multi-injection process if the temperature of the intake system is less than the prescribed temperature.

Abstract: A port injection valve injects fuel into an intake passage. A controller increases a base injection amount over a predetermined period after the internal combustion engine is started and gradually decreases an increase correction ratio of the base injection amount. One of two processes, a multiple injection process and a single injection process, is selected in order to inject the increased base injection amount of fuel. The increase correction ratio is set to be a smaller value in the multiple injection process than in the single injection process.

Abstract: Provided are an internal combustion engine control device and control method in which a multi-injection process comprises performing an intake synchronized injection and an intake asynchronous injection to inject a required injection amount of fuel by operating a port injection valve for injecting fuel into an intake passageway. A variable process includes variably setting an injection timing for the intake synchronized injection on the basis of at least two of three parameters. The injection timing for the intake synchronized injection is expressed by the rotation angle of a crank shaft of an internal combustion engine. The three parameters include a rotational speed of the crank shaft of the internal combustion engine, a valve-opening start timing of an intake valve, and a temperature of an intake system of the internal combustion engine.

Abstract: A port injection valve injects fuel to an intake passage. In multiple injection processing, a demanded injection quantity of the fuel is divided into a synchronous injection quantity and a non-synchronous injection quantity in accordance with at least one of: the load, which is a physical quantity having a correlation with the amount of air to be filled; and the temperature of an internal-combustion engine. The fuel is injected through intake non-synchronous injection and intake synchronous injection in this order. In the intake synchronous injection, the fuel is injected synchronously with a valve-open period of an intake valve. In the intake non-synchronous injection, the fuel is injected at a timing more advanced than in the intake synchronous injection.

Abstract: A port injection valve injects fuel into an intake passage. An intake synchronous injection is to inject fuel in synchronization with an opening period of an intake valve. A single injection process is to execute only an intake air non-synchronous injection. A majority of a fuel injection period of the single injection process is prior to the opening timing of the intake valve. A controller causes, when switching a fuel injection process from the single injection process to a multiple injection process, an injection start timing of the intake air non-synchronous injection to be more advanced than an injection start timing of the single injection process prior to the switching.

Abstract: A multi-injection process includes performing intake synchronized injection in which fuel is injected in synchronism with an open valve period of an intake valve, and an intake asynchronous injection in which fuel is injected at a more advanced timing than during intake synchronized injection. A single-injection process includes injecting a required injection amount of fuel by intake asynchronous injection. An operating process includes operating a port injection valve for injecting fuel into an intake passageway. A selection process includes selecting the single-injection process if the temperature of an intake system of an internal combustion engine is not lower than a prescribed temperature, and selecting the multi-injection process if the temperature of the intake system is less than the prescribed temperature.

Abstract: A port injection valve injects fuel into an intake passage. An intake synchronous injection is to inject fuel in synchronization with an opening period of an intake valve. A single injection process is to execute only an intake air non-synchronous injection. A majority of a fuel injection period of the single injection process is prior to the opening timing of the intake valve. A controller causes, when switching a fuel injection process from the single injection process to a multiple injection process, an injection start timing of the intake air non-synchronous injection to be more advanced than an injection start timing of the single injection process prior to the switching.

Abstract: A port injection valve injects fuel into an intake passage. A controller increases a base injection amount over a predetermined period after the internal combustion engine is started and gradually decreases an increase correction ratio of the base injection amount. One of two processes, a multiple injection process and a single injection process, is selected in order to inject the increased base injection amount of fuel. The increase correction ratio is set to be a smaller value in the multiple injection process than in the single injection process.

Abstract: A port injection valve injects fuel into an intake passage. A base injection amount is an injection amount proportional to an amount of fresh air introduced into a cylinder of an internal combustion engine. A division process involves dividing the base injection amount into a synchronous injection amount and an asynchronous injection amount. In an intake-synchronous injection, the fuel is injected in synchronization with a period in which an intake valve is open. In an intake-asynchronous injection, the fuel is injected at a time advanced with respect to the intake-synchronous injection. In a selective correction process, the asynchronous injection amount is corrected according to a required correction amount for the base injection amount, and the synchronous injection amount is not corrected.

Abstract: A controller for an internal combustion engine includes a processing circuit configured to execute a calculating process that calculates a returned air amount and an operating process that operates a fuel injection valve so that an air-fuel ratio of a mixture that is burned in a combustion chamber is controlled to a target value. The operating process includes under a condition in which the returned air amount is increased, having the fuel injection valve inject fuel increased in amount from a constant fuel amount, which is an amount of fuel injected when the returned air amount is unchanged, and under a condition in which the returned air amount is decreased, having the fuel injection valve inject fuel decreased in amount from the constant fuel amount.

Abstract: A controller for an internal combustion engine includes a processing circuit configured to execute a calculating process that calculates a returned air amount and an operating process that operates a fuel injection valve so that an air-fuel ratio of a mixture that is burned in a combustion chamber is controlled to a target value. The operating process includes under a condition in which the returned air amount is increased, having the fuel injection valve inject fuel increased in amount from a constant fuel amount, which is an amount of fuel injected when the returned air amount is unchanged, and under a condition in which the returned air amount is decreased, having the fuel injection valve inject fuel decreased in amount from the constant fuel amount.

Abstract: An apparatus for diagnosing malfunctioning which is applied to an internal combustion engine having a catalyst, an air-fuel ratio sensor, and an oxygen sensor is disclosed. The apparatus diagnoses whether the oxygen sensor is malfunctioning on the basis of a change in an output value of the oxygen sensor within a predetermined period of time after the output value has started changing towards a lean side after the start of fuel cutoff. The apparatus is provided with a first determination section and a second determination section. The first determination section determines whether fresh air has reached the air-fuel ratio sensor after the start of the fuel cutoff. The second determination section determines whether or not to carry out diagnosis of malfunctioning on the basis of the output value of the oxygen sensor immediately after the first determination section has determined that fresh air has reached the air-fuel ratio sensor.

Abstract: An apparatus for diagnosing malfunctioning which is applied to an internal combustion engine having a catalyst, an air-fuel ratio sensor, and an oxygen sensor is disclosed. The apparatus diagnoses whether the oxygen sensor is malfunctioning on the basis of a change in an output value of the oxygen sensor within a predetermined period of time after the output value has started changing towards a lean side after the start of fuel cutoff. The apparatus is provided with a first determination section and a second determination section. The first determination section determines whether fresh air has reached the air-fuel ratio sensor after the start of the fuel cutoff. The second determination section determines whether or not to carry out diagnosis of malfunctioning on the basis of the output value of the oxygen sensor immediately after the first determination section has determined that fresh air has reached the air-fuel ratio sensor.

Abstract: A silicone grease composition comprising:(A) 100 parts by weight of a polyorganosiloxane containing at least two silicon-bonded vinyl groups per molecule and having a viscosity at 25.degree. C. of from 10 to 1,000,000 cSt;(B) from 10 to 200 parts by weight of a filler comprising at least one member selected from the group consisting of calcium carbonate, zinc carbonate, a composite zinc white, and silica; and(C) from 0.001 to 0.1 part by weight of platinum or a platinum compound.

Abstract: A thermally conductive silicone composition comprising:(A) 100 parts by weight of a polyorganosiloxane containing at least two silicon-bonded alkenyl groups per molecule and having a viscosity as measured at 25.degree. C. of 10 to 100,000 cP;(B) a polyorganohydrogensiloxane containing at least three silicon-bonded hydrogen atoms per molecule in an amount such that the number of silicon-bonded hydrogen atoms contained therein is 0.5 to 4.0 per alkenyl group contained in component (A);(C) a catalyst selected from the group consisting of platinum and platinum compounds, in an amount of 0.1 to 100 ppm by weight, in terms of the amount of platinum atoms, based on the amount of component (A);(D) 100 to 800 parts by weight of a heat transfer filler having an average particle diameter of 5 to 20 .mu.m and having a particle size distribution such that particles having a particle diameter of 5 .mu.m or less are 20% or more of the whole particles and particles having a particle diameter of 10 .mu.