Abstract: In starting the engine, if it is determined that large cams are not completely prepared for all driving cams, valve closing timings of all intake valves are changed by driving the VVT so that all of the cylinders have equal in-cylinder filling efficiency. A fuel injection amount of each cylinder is determined by a feedforward control assuming that the large cams are completely prepared for all of the driving cams. When the valve closing timing of all of the intake valves are changed by driving the VVT to equalize the in-cylinder filling efficiencies of all of the cylinders, all of the cylinders have substantially equal in-cylinder air-fuel ratios.

Abstract: An internal combustion engine is provided with an EGR device and is configured to be capable of executing an operation based on a first air-fuel ratio and an operation based on a second air-fuel ratio leaner than the first air-fuel ratio. In a case where an ECU decreases the amount of air flowing into a combustion chamber and decreases an EGR rate in response to a predetermined torque reduction request for the internal combustion engine, the ECU performs the operation based on the first air-fuel ratio in a case where an immediately preceding EGR rate immediately before the torque reduction request is made is lower than a first threshold and performs a stratified combustion operation based on the second air-fuel ratio in a case where the immediately preceding EGR rate is equal to or higher than the first threshold.

Abstract: In an internal combustion engine that includes: an EGR channel that connects a portion of an exhaust channel on the upstream side of a downstream-side catalyst and a portion of an intake channel on the downstream side of both of a compressor and a throttle valve; and an EGR valve configured to open and close the EGR channel, a control apparatus is programmed, where an occurrence of a blow-through air that flows from the intake channel to the exhaust channel via the EGR channel is detected, to limit a throttle downstream pressure to reduce the overheating of the downstream-side catalyst.

Abstract: When a deceleration request is issued while the engine load of an internal combustion engine 10 is in a predetermined high-load region, and the vehicle is decelerated so that the engine load transitions from the high-load region to a low-load region to respond to the deceleration request, control is performed that continues a fuel supply from injectors 36 of a first cylinder #1 and a fourth cylinder #4 and cuts a fuel supply from injectors 36 of a second cylinder #2 and a third cylinder #3. Condensed water generated in an intercooler 24 is caused to flow between two guide devices 22c provided at the bottom of a convergence portion 22a of an intake manifold 22 to thereby flow into intake branch pipes 22b of the second cylinder #2 and third cylinder #3.

Abstract: An object is to acquire a humidity of gas compressed by a compressor accurately, in a control system for an internal combustion engine that executes control concerning a water content in intake gas passing through an intercooler, based on an output signal from a humidity sensor. A humidity sensor is provided in an intake passage between a compressor and an intercooler. Therefore, a behavior of a humidity of gas that is compressed by the compressor and flows in the intake passage at an upstream side from the intercooler can be accurately grasped. The humidity sensor is desirably provided in the intake passage directly downstream from the compressor.

Abstract: An internal combustion engine is provided with an EGR device and is configured to be capable of executing an operation based on a first air-fuel ratio and an operation based on a second air-fuel ratio leaner than the first air-fuel ratio. In a case where an ECU decreases the amount of air flowing into a combustion chamber and decreases an EGR rate in response to a predetermined torque reduction request for the internal combustion engine, the ECU performs the operation based on the first air-fuel ratio in a case where an immediately preceding EGR rate immediately before the torque reduction request is made is lower than a first threshold and performs a stratified combustion operation based on the second air-fuel ratio in a case where the immediately preceding EGR rate is equal to or higher than the first threshold.

Abstract: An abnormality detection device for an exhaust gas recirculation apparatus is provided that can perform abnormality detection with respect to an EGR valve while suppressing the influence of a size relationship between an intake pressure and an exhaust pressure. An ECU (Electronic Control Unit) executes processing for extracting a pulse from an intake pipe pressure value. The ECU executes arithmetic processing for performing Fast Fourier Transform (FFT) with respect to an output waveform of an intake pressure sensor obtained by sampling processing, and also executes extraction processing that extracts a “frequency component corresponding to a period of an exhaust pulse”. The ECU executes processing that determines, in steps, whether or not the size of the extracted pulse (amplitude size) exceeds a threshold value. If the amplitude size exceeds the threshold value, the ECU executes processing that determines that a totally closed abnormality is occurring in the EGR valve.

Abstract: An engine includes: a valve stop mechanism that varies the number of operating cylinders as a cylinder cut-off mechanism; and a blow-by gas recirculation system that has a blow-by gas passage that returns blow-by gas, flowing from a combustion chamber to a crankcase, to an intake passage and a PCV valve that is equipped with an electric motor and that adjusts the flow rate of gas returned to the blow-by gas passage. A control device variably sets the opening degree, corresponding to a target value of the flow rate of gas, of the PCV valve on the basis of an intake pressure in an intake passage to adjust the opening degree of the PCV valve so that the flow rate of gas becomes the target value.

Abstract: An abnormality detection device for an exhaust gas recirculation apparatus is provided that can perform abnormality detection with respect to an EGR valve while suppressing the influence of a size relationship between an intake pressure and an exhaust pressure. An ECU (Electronic Control Unit) executes processing for extracting a pulse from an intake pipe pressure value. The ECU executes arithmetic processing for performing Fast Fourier Transform (FFT) with respect to an output waveform of an intake pressure sensor obtained by sampling processing, and also executes extraction processing that extracts a “frequency component corresponding to a period of an exhaust pulse”. The ECU executes processing that determines, in steps, whether or not the size of the extracted pulse (amplitude size) exceeds a threshold value. If the amplitude size exceeds the threshold value, the ECU executes processing that determines that a totally closed abnormality is occurring in the EGR valve.

Abstract: An engine ECU executes a program including the steps of: detecting an engine speed NE, engine load, and engine coolant temperature (S100, S110, S115); when determination is made of being in an idle region (YES at S120), determining whether in a cold idle region, a transitional region, or a warm idle region (S130); injecting fuel from an intake manifold injector alone when in the cold idle region (S140); injecting fuel from the intake manifold injector and injecting fuel from an in-cylinder injector at the feed pressure when in the transitional region (S150); and injecting fuel from the in-cylinder injector at the feed pressure when in the warm idle region (S160).

Abstract: An engine includes: a valve stop mechanism that varies the number of operating cylinders as a cylinder cut-off mechanism; and a blow-by gas recirculation system that has a blow-by gas passage that returns blow-by gas, flowing from a combustion chamber to a crankcase, to an intake passage and a PCV valve that is equipped with an electric motor and that adjusts the flow rate of gas returned to the blow-by gas passage. A control device variably sets the opening degree, corresponding to a target value of the flow rate of gas, of the PCV valve on the basis of an intake pressure in an intake passage to adjust the opening degree of the PCV valve so that the flow rate of gas becomes the target value.

Abstract: In a V-type 8-cylinder engine in which the torque for rotating an intake camshaft is higher when intake valves of a #1 cylinder and a #3 cylinder in a left bank are closed, respective noses of a cam for opening and closing the intake valve of the #1 cylinder and a cam for opening and closing the intake valve of the #3 cylinder are each formed at a phase position displaced by X° (X>0) in the advance direction further from the phase position displaced in the advance direction by 90° with respect to the nose of a cam for opening and closing the intake valve of a cylinder fired after a delay of 180° in crank angle.

Abstract: A control apparatus calculates a exhaust gas air-fuel ratio of a plurality of cylinders, in which the operation angle of an intake valve is set to a predetermined operation angle, e.g., a maximum operation angle, based on a value output from an air-fuel ratio sensor so as to minimize a variation in an fuel injection quantity between the plurality of cylinders by that exhaust gas air-fuel ratio. That is, the exhaust gas air-fuel ratio of the plurality of cylinders, in which the valve opening characteristics of the intake valve and an exhaust valve are set such that the intake air amount to be introduced into the plurality of cylinders is limited by the opening amount of a throttle valve, for example, and not limited by the valve opening characteristics of the intake valve or the exhaust valve is calculated, and the variation in the fuel injection quantity among the plurality of cylinders is then reduced by that exhaust gas air-fuel ratio.

Abstract: In a V-type 8-cylinder engine in which the torque for rotating an intake camshaft is higher when intake valves of a #1 cylinder and a #3 cylinder in a left bank are closed, respective noses of a cam for opening and closing the intake valve of the #1 cylinder and a cam for opening and closing the intake valve of the #3 cylinder are each formed at a phase position displaced by X° (X>0) in the advance direction further from the phase position displaced in the advance direction by 90° with respect to the nose of a cam for opening and closing the intake valve of a cylinder fired after a delay of 180° in crank angle.

Abstract: A control apparatus calculates a exhaust gas air-fuel ratio of a plurality of cylinders, in which the operation angle of an intake valve is set to a predetermined operation angle, e.g., a maximum operation angle, based on a value output from an air-fuel ratio sensor so as to minimize a variation in an fuel injection quantity between the plurality of cylinders by that exhaust gas air-fuel ratio. That is, the exhaust gas air-fuel ratio of the plurality of cylinders, in which the valve opening characteristics of the intake valve and an exhaust valve are set such that the intake air amount to be introduced into the plurality of cylinders is limited by the opening amount of a throttle valve, for example, and not limited by the valve opening characteristics of the intake valve or the exhaust valve is calculated, and the variation in the fuel injection quantity among the plurality of cylinders is then reduced by that exhaust gas air-fuel ratio.

Abstract: An engine ECU executes a program including the step of detecting an engine coolant temperature (THW), the step of selecting a map for a warm state as the map for calculating a fuel injection ratio (or a DI ratio) (r) when the engine coolant temperature (THW) is equal to or higher than a temperature threshold value (THW(TH)), the step of selecting a map for a cold state as the map for calculating the fuel injection ratio (or the DI ratio) (r) when the engine coolant temperature (THW) is lower than the temperature threshold value (THW(TH)), and the step of calculating the fuel injection ratio between the in-cylinder injector and the-intake manifold injector (or the DI ratio) (r) based on the engine speed, load factor, and the selected map.

Abstract: A control apparatus calculates a exhaust gas air-fuel ratio of a plurality of cylinders, in which the operation angle of an intake valve is set to a predetermined operation angle, e.g., a maximum operation angle, based on a value output from an air-fuel ratio sensor so as to minimize a variation in an fuel injection quantity between the plurality of cylinders by that exhaust gas air-fuel ratio. That is, the exhaust gas air-fuel ratio of the plurality of cylinders, in which the valve opening characteristics of the intake valve and an exhaust valve are set such that the intake air amount to be introduced into the plurality of cylinders is limited by the opening amount of a throttle valve, for example, and not limited by the valve opening characteristics of the intake valve or the exhaust valve is calculated, and the variation in the fuel injection quantity among the plurality of cylinders is then reduced by that exhaust gas air-fuel ratio.

Abstract: An engine ECU executes a program including the steps of: detecting an engine speed NE, engine load, and engine coolant temperature (S100, S110, S115); when determination is made of being in an idle region (YES at S120), determining whether in a cold idle region, a transitional region, or a warm idle region (S130); injecting fuel from an intake manifold injector alone when in the cold idle region (S140); injecting fuel from the intake manifold injector and injecting fuel from an in-cylinder injector at the feed pressure when in the transitional region (S150); and injecting fuel from the in-cylinder injector at the feed pressure when in the warm idle region (S160).

Abstract: An injection controller for an internal combustion engine that suppresses the accumulation of deposits on a nozzle hole of a direct injection valve. The injection controller includes the direct injection valve, which injects fuel into a cylinder, and an intake passage injection valve, which injects fuel into an intake passage. An ECU, which is connected to the direct injection and intake passage injection valves, executes a first fuel injection mode for injecting fuel with the direct injection valve and a second fuel injection mode for injecting fuel with the intake passage injection valve. The ECU switches fuel injection modes from the second fuel injection mode to the first fuel injection mode for a predetermined period when fuel is to be injected in the second fuel injection mode.

Abstract: A control apparatus calculates a exhaust gas air-fuel ratio of a plurality of cylinders, in which the operation angle of an intake valve is set to a predetermined operation angle, e.g., a maximum operation angle, based on a value output from an air-fuel ratio sensor so as to minimize a variation in an fuel injection quantity between the plurality of cylinders by that exhaust gas air-fuel ratio. That is, the exhaust gas air-fuel ratio of the plurality of cylinders, in which the valve opening characteristics of the intake valve and an exhaust valve are set such that the intake air amount to be introduced into the plurality of cylinders is limited by the opening amount of a throttle valve, for example, and not limited by the valve opening characteristics of the intake valve or the exhaust valve is calculated, and the variation in the fuel injection quantity among the plurality of cylinders is then reduced by that exhaust gas air-fuel ratio.