Abstract: An ejector system controls the idle speed of an internal combustion engine by controlling an electric throttle valve system that adjusts the flow-rate of the intake air to be supplied to the internal combustion engine, and includes an ejector which generates a negative pressure of which the absolute value is larger than the absolute value of a negative pressure to be introduced from an intake manifold, a vacuum control valve which causes the ejector to operate or causes the ejector to stop operating, and an ECU that controls the vacuum switching valve. With the ejector system, even if the ejector is caused to operate or caused to stop operating, it is possible to appropriately suppress fluctuations in the idle speed, and appropriately obtain a negative pressure.

Abstract: When a catalyst warm-up request for promoting warm-up of a catalyst is issued and no negative-pressure increase request for increasing a negative pressure downstream of a throttle valve is issued, a control system of an internal combustion engine controls the ignition timing to the timing (ϑ0 + Δ ϑ1) obtained by correcting HIGH A the normal ignition timing (ϑ0) to be retarded by a correction amount &Delta, ?ϑ1, and controls the degree of opening of the throttle valve to a throttle opening (TAO + ΔTA1) that is larger than the normal throttle opening TAO by a correction amount ΔTA1. When the negative intake pressure must be increased for brake boosting when ignition is on the retard side, the throttle spending is reduced and the ignition is advanced gradually after some delay to avoid torque shock.

Abstract: A vehicle ejector system (100A) has an in-flow port (31a) and an out-flow port (31b) connected in the intake passage of an intake system (10) of an internal combustion engine (50), which provides communication between the atmosphere and each cylinder of the internal combustion engine, so as to include a throttle valve (13a) between the in-flow port (31a) and the out-flow port (31b). The ejector system (100A) also includes an ejector (30) that supplies negative pressure generated by the intake air passing between in-flow port (31a) and the out-flow port (31b) to a brake booster (22), a VSV (1) that allows the ejector (30) to operate and stop, and an ECU (40A) that controls the VSV (1), wherein in the combustion cycle of the internal combustion engine (50) the ECU (40A) controls the VSV (1) to operate the ejector (30).

Abstract: An ECU determines the presence/absence of a fault of a negative pressure generation device that has an ejector that generates a negative pressure that is greater than the negative pressure that is to be extracted from an intake manifold of an internal combustion engine, and a VSV that causes the ejector to function or stop functioning. The ECU includes a presence/absence-of-abnormality determination portion that determines the presence/absence of an abnormality of the negative pressure generation device on the basis of variation of the rotation speed Ne of the internal combustion engine in accordance with change in the state of operation of the VSV.

Abstract: A vehicular ejector system having an ejector that generates a negative pressure that is greater than the intake manifold negative pressure that is to be extracted from an intake manifold, a VSV that causes the ejector to function or stop functioning, and an ECU that controls the VSV. The ECU includes a control device that controls the VSV so as to cause the ejector to function if an ISC request amount for controlling, during idling, a throttle valve that adjusts the intake air flow amount supplied to the internal combustion engine is greater than a predetermined amount.

Abstract: A vehicle ejector system (100A) has an in-flow port (31a) and an out-flow port (31b) connected in the intake passage of an intake system (10) of an internal combustion engine (50), which provides communication between the atmosphere and each cylinder of the internal combustion engine, so as to include a throttle valve (13a) between the in-flow port (31a) and the out-flow port (31b). The ejector system (100A) also includes an ejector (30) that supplies negative pressure generated by the intake air passing between in-flow port (31a) and the out-flow port (31b) to a brake booster (22), a VSV (1) that allows the ejector (30) to operate and stop, and an ECU (40A) that controls the VSV (1), wherein in the combustion cycle of the internal combustion engine (50) the ECU (40A) controls the VSV (1) to operate the ejector (30).

Abstract: An ejector system controls the idle speed of an internal combustion engine by controlling an electric throttle valve system that adjusts the flow-rate of the intake air to be supplied to the internal combustion engine, and includes an ejector which generates a negative pressure of which the absolute value is larger than the absolute value of a negative pressure to be introduced from an intake manifold, a vacuum control valve which causes the ejector to operate or causes the ejector to stop operating, and an ECU that controls the vacuum switching valve. With the ejector system, even if the ejector is caused to operate or caused to stop operating, it is possible to appropriately suppress fluctuations in the idle speed, and appropriately obtain a negative pressure.

Abstract: A control apparatus for a negative pressure generating apparatus, includes an ejector that generates a negative pressure whose magnitude is larger than that of a negative pressure to be taken from an intake passage in an intake system for an internal combustion engine provided in a vehicle; a state change device that makes the ejector function or stop functioning; and a prohibition control device that prohibits the state change device from making the ejector function, when the vehicle is transiently decelerated.

Abstract: A control apparatus for a negative pressure generating apparatus includes an ejector that generates a negative pressure whose magnitude is larger than that of a negative pressure to be taken from an intake passage in an intake system for an internal combustion engine provided in a vehicle; a state change device that makes the ejector function or stop functioning; and a predetermined value change device that changes a predetermined value according to an operating state of the vehicle, when the state change device makes the ejector function based on a result of a comparison between the negative pressure to be taken from the intake passage and the predetermined value.

Abstract: An NOX occluding and reducing catalyst 7 is arranged in an exhaust gas passage 2 of an engine 1 so as to occlude, reduce and purify NOX contained in an exhaust gas. An H2 sensor 33 is arranged in the exhaust gas passage on a downstream side of the NOX occluding and reducing catalyst 7 and a hydrogen component concentration of the exhaust gas is detected. When an amount of NOX occluded in the NOX occluding and reducing catalyst is increased to a predetermined value, an electronic control unit (ECU) 30 of the engine operates the engine at a rich air-fuel ratio, and a regenerating operation, by which a rich air-fuel ratio exhaust gas is supplied to the NOX occluding and reducing catalyst, is executed so as to reduce and purify NOX which is occluded in the NOX occluding and reducing catalyst. At the time of executing the regenerating operation, when the H2 sensor 33 detects hydrogen components in the exhaust gas, ECU 30 finishes the regenerating operation.

Abstract: A NOX occlusion and reduction catalyst 7 is arranged in an exhaust path 2 of an engine 1 to purify NOX in the exhaust gas. An electronic control unit (ECU) 30 of the engine operates the engine in an operating mode in which the exhaust gas increases in temperature with the air-fuel ratio thereof kept rich each time a predetermined amount of SOX is occluded in the catalyst 7, and executes the SOX poisoning restoration process for releasing SOX from the catalyst 7. The ECU controls the engine air-fuel ratio in such a manner that the H2 concentration in the exhaust gas detected by the H2 sensor arranged in the exhaust path upstream of the catalyst 7 is in a predetermined range. As a result, an appropriate amount of hydrogen is supplied to the catalyst 7 during the SOX poisoning restoration process.

Abstract: An ECU determines the presence/absence of a fault of a negative pressure generation device that has an ejector that generates a negative pressure that is greater than the negative pressure that is to be extracted from an intake manifold of an internal combustion engine, and a VSV that causes the ejector to function or stop functioning. The ECU includes a presence/absence-of-abnormality determination portion that determines the presence/absence of an abnormality of the negative pressure generation device on the basis of variation of the rotation speed Ne of the internal combustion engine in accordance with change in the state of operation of the VSV.

Abstract: A vehicular ejector system having an ejector that generates a negative pressure that is greater than the intake manifold negative pressure that is to be extracted from an intake manifold, a VSV that causes the ejector to function or stop functioning, and an ECU that controls the VSV. The ECU includes a control device that controls the VSV so as to cause the ejector to function if an ISC request amount for controlling, during idling, a throttle valve that adjusts the intake air flow amount supplied to the internal combustion engine is greater than a predetermined amount.

Abstract: A knocking determining apparatus of an internal combustion engine that includes an in-cylinder injector and an intake port injector and that determines knocking based on an output signal of a knock sensor. The knocking determining apparatus includes a knocking determination prohibition unit prohibiting, when a ratio of fuel injection from the in-cylinder injector and the intake port injector is changed, knocking determination for a prescribed period after that change, or a knocking determination level change unit changing a knocking determination level for a prescribed period after that change.

Abstract: An ejector system for a vehicle includes an ejector which generates negative pressure that is greater than negative pressure provided from an intake passage of an intake system of an internal combustion engine, and supplies the generated negative pressure to a negative pressure chamber of a brake booster; a VSV that selectively renders the ejector operational or non-operational; and an ECU that controls the VSV. The ECU includes a blockage determining portion that determines whether there is a blockage in the ejector system according to a difference in the pressure in the negative pressure chamber and the pressure provided from the intake passage.

Abstract: A secondary air supplying apparatus of the present invention comprises a secondary air supplying device for supplying secondary air to upstream of an emission purifying device in an exhaust system of an internal combustion engine, a coolant temperature sensor for detecting a temperature of a coolant for the engine, an intake air temperature sensor for detecting a temperature of intake air, a supply controller for actuating the secondary air supplying device in accordance with a predetermined secondary air supply condition, and a summing unit for summing an actuation period of the secondary air supplying device and storing a sum. The supply controller stops the secondary air supply by the secondary air supplying device when the sum stored by the summing unit reaches a predetermined upper limit.

Abstract: A failure diagnosis apparatus for secondary air supplier according to the present invention determines a failure of a secondary air supplier based on pressure and pressure pulsation in a secondary air supply path. A failure diagnosis is made by determining the presence or absence of pressure pulsation in the secondary air supply path based on a determination threshold, and in the present invention the determination threshold is varied according to a pressure value in the secondary air supply path (a smoothed value or an average value of measured pressure). This permits the apparatus to make an accurate failure diagnosis, while eliminating pressure pulsations except for that due to exhaust pulsation (e.g., that due to noise of the pressure sensor and that caused by surging of an air pump).

Abstract: A secondary air supply apparatus controls emissions from an engine through secondary combustion of combustible matters in exhaust gas accomplished by supplying air to an exhaust pipe upstream of an emission control device. A pressure behavior pattern is determined from a pressure value detected by a pressure sensor disposed between an air pump and an open-close valve, and a pressure variation value. The secondary air supply apparatus determines operational states of the air pump and the open-close valve based on variations of the pressure behavior pattern at the time of a secondary air supply control and at the time of a secondary air stop control.

Abstract: An anomaly judgment apparatus for a secondary air supply system which includes a secondary air supply path for introducing secondary air into an exhaust path of an internal combustion engine and an open-close valve disposed in the secondary air supply path. The valve is opened and/or closed by drive force of negative pressure introduced from a portion of an intake path of the engine downstream of a throttle valve. The anomaly judgment apparatus includes an anomaly judgment section for judging whether or not the secondary air supply system is anomalous; a negative pressure judgment section for judging whether or not the negative pressure is secured to a degree required for the drive force to reliably open and/or close the open-close valve; and an anomaly judgment prohibition section for prohibiting judgment by the anomaly judgment section when the negative pressure is not secured to the required degree.

Abstract: A knocking determining apparatus of an internal combustion engine that includes an in-cylinder injector and an intake port injector and that determines knocking based on an output signal of a knock sensor. The knocking determining apparatus includes a knocking determination prohibition unit prohibiting, when a ratio of fuel injection from the in-cylinder injector and the intake port injector is changed, knocking determination for a prescribed period after that change, or a knocking determination level change unit changing a knocking determination level for a prescribed period after that change.