Abstract: A controller for vehicle is provided. A determining section obtains fuel pressure in a delivery pipe and performs a rationality check for determining whether the obtained fuel pressure is within a normal range. The determining section shifts the normal range toward a high pressure side when a second index value of a vehicle outside temperature is higher than a first index value as compared with when the second index value is not higher than the first index value. The second index value is obtained when the determining section is activated. The first index value is stored in a nonvolatile memory before a main switch is turned off so that power supply is stopped.

Abstract: A controller for vehicle is provided. A determining section obtains fuel pressure in a delivery pipe and performs a rationality check for determining whether the obtained fuel pressure is within a normal range. The determining section shifts the normal range toward a high pressure side when a second index value of a vehicle outside temperature is higher than a first index value as compared with when the second index value is not higher than the first index value. The second index value is obtained when the determining section is activated. The first index value is stored in a nonvolatile memory before a main switch is turned off so that power supply is stopped.

Abstract: A smoothing coefficient is set value such that a value of smoothing coefficient when the fuel pressure difference is larger than the threshold value is larger than a value of smoothing coefficient when a fuel pressure difference between a target fuel pressure and a detected fuel pressure is equal to or smaller than a threshold value. A smoothened fuel pressure is calculated by performing fuel pressure smoothing processing on the detected fuel pressure, using the smoothing coefficient. An in-cylinder injection valve is controlled such that fuel is injected during a target fuel injection duration according to the smoothened fuel pressure from the in-cylinder injection valve.

Abstract: A diagnostic method for a multicylinder internal combustion engine is provided. The method comprises determining that malfunction pertaining to the air-fuel ratio has occurred when degree of the rotational fluctuation is equal to or more than a first determination value; determining that malfunction pertaining to the air-fuel ratio has not occurred when the degree of the rotational fluctuation is equal to or less than a second determination value that is smaller than the first determination value; and changing mode of engine control when the degree of the rotational fluctuation is smaller than the first determination value and greater than the second determination value. After the changing, the determining that malfunction pertaining to the air-fuel ratio has occurred is repeated.

Abstract: A diagnostic method for a multicylinder internal combustion engine is provided. The method comprises determining that malfunction pertaining to the air-fuel ratio has occurred when degree of the rotational fluctuation is equal to or more than a first determination value; determining that malfunction pertaining to the air-fuel ratio has not occurred when the degree of the rotational fluctuation is equal to or less than a second determination value that is smaller than the first determination value; and changing mode of engine control when the degree of the rotational fluctuation is smaller than the first determination value and greater than the second determination value. After the changing, the determining that malfunction pertaining to the air-fuel ratio has occurred is repeated.

Abstract: When a first motor MG1 cranks and starts an engine 150 that is in the cold, the revolving speed of the engine does not increase quickly 150. It is accordingly required to control the first motor MG1, in order to prevent electric power 194 stored in a battery from being wasted. A starting control apparatus does not cause the first motor MG1 to output a torque corresponding to a difference between a target revolving speed N* and an actual revolving speed Ne of the engine 150, but gradually increases a target torque STG by the open-loop control and restricts the magnitude of the target torque STG to a preset maximum torque STGMAX, which depends upon a cooling water temperature Tw of the engine 150. When the engine 150 is in the cold, the high viscosity of lubricant causes the revolving speed of the engine 150 not to quickly increase in response to the high target torque set to the first motor MG1.

Abstract: An internal combustion engine control unit for hybrid vehicle makes an electric motor function as a main driving source for the vehicle under a predetermined condition and at the same time, controls a hybrid mechanism so as to warm up the internal combustion engine. If a requested engine output to the internal combustion engine exceeds a predetermined output or if an accelerator opening degree exceeds a predetermined opening degree, the same control unit changes the operating condition of the internal combustion engine from the warm-up operation condition to an operation condition fitting to the requested engine output.

Abstract: An internal combustion engine control unit for hybrid vehicle makes an electric motor function as a main driving source for the vehicle under a predetermined condition and at the same time, controls a hybrid mechanism so as to warm up the internal combustion engine. If a requested engine output to the internal combustion engine exceeds a predetermined output or if an accelerator opening degree exceeds a predetermined opening degree, the same control unit changes the operating condition of the internal combustion engine from the warm-up operation condition to an operation condition fitting to the requested engine output.

Abstract: When a first motor MG1 cranks and starts an engine 150 that is in the cold, the revolving speed of the engine does not increase quickly 150. It is accordingly required to control the first motor MG1, in order to prevent electric power 194 stored in a battery from being wasted. A starting control apparatus does not cause the first motor MG1 to output a torque corresponding to a difference between a target revolving speed N* and an actual revolving speed Ne of the engine 150, but gradually increases a target torque STG by the open-loop control and restricts the magnitude of the target torque STG to a preset maximum torque STGMAX, which depends upon a cooling water temperature Tw of the engine 150. When the engine 150 is in the cold, the high viscosity of lubricant causes the revolving speed of the engine 150 not to quickly increase in response to the high target torque set to the first motor MG1.

Abstract: When a first motor MG1 cranks and starts an engine 150 that is in the cold, the revolving speed of the engine does not increase quickly 150. It is accordingly required to control the first motor MG1, in order to prevent electric power 194 stored in a battery from being wasted. A starting control apparatus does not cause the first motor MG1 to output a torque corresponding to a difference between a target revolving speed N* and an actual revolving speed Ne of the engine 150, but gradually increases a target torque STG by the open-loop control and restricts the magnitude of the target torque STG to a preset maximum torque STGMAX, which depends upon a cooling water temperature Tw of the engine 150. When the engine 150 is cold, the high viscosity of lubricant causes the revolving speed of the engine 150 not to quickly increase in response to the high target torque set to the first motor MG1.