Abstract: A misfire detection device for an internal combustion engine including a crankshaft mechanically connected to a motor generator includes a storage device and processing circuitry. The storage device stores mapping data. The mapping data is data specifying a mapping that outputs a misfire variable using a rotation waveform variable and a damping variable as an input. The misfire variable is a variable related to a probability that a misfire has occurred. The rotation waveform variable is a variable including information on a difference between values of instantaneous speed corresponding to short angular intervals differing from each other. The damping variable is a variable related to a state of a damping process that controls a torque of the motor generator to reduce vibration of a power transmission system of a vehicle.

Abstract: A misfire detection device for an internal combustion engine includes a storage device and processing circuitry, the storage device stores first mapping data corresponding to a case where a warm-up process of a catalyst provided in an exhaust passage of an internal combustion engine is being executed, and second mapping data corresponding to a case where the warm-up process is not being executed, and each of the first mapping data and the second mapping data uses a rotation waveform variable as an input and defines a mapping that outputs a misfire variable that is a variable related to a probability misfire has occurred. The rotation waveform variable is a variable indicating a difference between a plurality of values of an instantaneous speed variable respectively corresponding to a plurality of different minute angular intervals.

Abstract: A misfire detection device for an internal combustion engine includes a storage device and processing circuitry. The storage device stores mapping data. The mapping data is data specifying a mapping that outputs a misfire variable using a rotation waveform variable as an input. The misfire variable is a variable related to a probability that a misfire has occurred in the internal combustion engine. The rotation waveform variable is a variable based on an instantaneous speed variable corresponding to each of discontinuous rotational angle intervals selected from multiple continuous rotational angle intervals.

Abstract: A hybrid vehicle includes a vehicle control device to perform a traveling control so as to allow switching between an HV traveling in which the hybrid vehicle travels while an engine works and an EV traveling in which the hybrid vehicle travels while working of the engine is stopped, and an engine control device to execute a filter regeneration control that is an engine control for removing particulate matter deposited in a filter. The engine control device adopts satisfaction of a predetermined first condition, as a requirement for execution of the filter regeneration control, when the number of times of start of the engine after vehicle activation is one, and adopts satisfaction of a second condition, which is satisfied more easily than the first condition, as a requirement for execution of the filter regeneration control, when the number of times of the start is two or more.

Abstract: A vehicle controller includes a controlling section configured to control a torque applying mechanism. The controlling section is configured to execute a negative torque control by using the torque applying mechanism when execution conditions are satisfied. The execution conditions include a condition that an increase amount per predetermined time of the boost pressure has become greater than a preset boost pressure determination value. The negative torque control is a control to set the rotational torque applied to the crankshaft by the torque applying mechanism to a negative value that is on the negative side of a value immediately before the start of the negative torque control.

Abstract: A vehicle controller includes a controlling section configured to control a torque applying mechanism. The controlling section is configured to execute a negative torque control by using the torque applying mechanism when execution conditions are satisfied. The execution conditions include a condition that an increase amount per predetermined time of the boost pressure has become greater than a preset boost pressure determination value. The negative torque control is a control to set the rotational torque applied to the crankshaft by the torque applying mechanism to a negative value that is on the negative side of a value immediately before the start of the negative torque control.

Abstract: A hybrid vehicle includes a vehicle control device to perform a traveling control so as to allow switching between an HV traveling in which the hybrid vehicle travels while an engine works and an EV traveling in which the hybrid vehicle travels while working of the engine is stopped, and an engine control device to execute a filter regeneration control that is an engine control for removing particulate matter deposited in a filter. The engine control device adopts satisfaction of a predetermined first condition, as a requirement for execution of the filter regeneration control, when the number of times of start of the engine after vehicle activation is one, and adopts satisfaction of a second condition, which is satisfied more easily than the first condition, as a requirement for execution of the filter regeneration control, when the number of times of the start is two or more.

Abstract: A control system executes failure detection of a direct injector when a port injector stops injection and the direct injector injects, and executes the failure detection when a recirculation passage is closed by an EGR valve.

Abstract: An ECU for controlling an engine counts an unused time TIM of engine in a low-temperature environment. If the unused time TIM is shorter than a predetermined reference value, the ECU sets idle speed immediately after start of operation of the engine to a first idle speed, and if the unused time TIM is longer than the reference value, sets the idle speed to a second idle speed higher than the first idle speed. If duration of the second idle speed exceeds a reference period determined by state of driving of the vehicle, the ECU sets the idle speed to be lower than the second idle speed. In this manner, increased vibration in idling operation in a low-temperature environment can be prevented.

Abstract: Disclosed is a control device applied to an internal combustion engine provided with a fuel vapor treatment system for treating collected fuel vapor by purging the collected fuel vapor into intake air downstream from an air flowmeter (6) and an exhaust gas recirculation system for recirculating part of exhaust gas in the intake air using intake negative pressure. An electronic control unit (22) performs an advance correction corresponding to the exhaust gas recirculation quantity regarding the MBT ignition timing and the knock limit ignition timing, and corrects the volumetric efficiency of the internal combustion engine, which is used for the calculation of the advance correction quantity used for the advance correction, according to the purge air quantity.

Abstract: An ECU for controlling an engine counts the continued period of stopping the engine in a low-temperature environment. The ECU sets the idle rotational speed at a first idle rotational speed when the stopped period is below a predetermined threshold value, and at a second idle rotational speed higher than the first idle rotational speed when the stopped period exceeds the reference value. Accordingly, resonance at the driving force transmission system during idle operation can be prevented even in the case where a mount employed for attaching the engine to the vehicle is hardened as a result of undergoing a low-temperature environment for a long period of time, and the resonant rotational speed of the driving force transmission system including the engine varies.

Abstract: An object of the present invention is to provide a control device for a vehicle which enables prompt warm-up, and a vehicle including the same. When a control state of the vehicle is a started state (Ready-ON state), a float valve disconnects a first oil pan from a second oil pan in any of cases where an engine is in an operational state and in a stopped state, and, when the control state of the vehicle is a stopped state (Ready-OFF state), the float valve provides communication between the first oil pan and the second oil pan.

Abstract: A control system executes failure detection of a direct injector when a port injector stops injection and the direct injector injects, and executes the failure detection when a recirculation passage is closed by an EGR valve.

Abstract: Control over an internal combustion engine that automatically stops includes: setting a first idle rotation speed, which is used after a lapse of a short stop period of the internal combustion engine, and a second idle rotation speed, which is used after a lapse of a long stop period of the internal combustion engine, at different values; and, when an idle rotation speed of the internal combustion engine is the second idle rotation speed, restricting automatic stop of the internal combustion engine.

Abstract: When EGR is on (YES in S100), an ECU selects a first map for the time when EGR is on as an intake air temperature correction map (S 102). Thus, an intake air temperature correction retardation amount ? is set to an intake air temperature correction retardation amount ?on (THa, KL) for the time when EGR is on, which corresponds to an intake air temperature THa and an engine load KL. On the other hand, when EGR is off (NO in S100), the ECU selects a second map for the time when EGR is off as an intake air temperature correction map (S 104). Thus, the intake air temperature correction retardation amount ? is set to an intake air temperature correction retardation amount ?off (THa, KL) for the time when EGR is off, which corresponds to the intake air temperature THa and the engine load KL.

Abstract: An ECU for controlling an engine counts the continued period of stopping the engine in a low-temperature environment. The ECU sets the idle rotational speed at a first idle rotational speed when the stopped period is below a predetermined threshold value, and at a second idle rotational speed higher than the first idle rotational speed when the stopped period exceeds the reference value. Accordingly, resonance at the driving force transmission system during idle operation can be prevented even in the case where a mount employed for attaching the engine to the vehicle is hardened as a result of undergoing a low-temperature environment for a long period of time, and the resonant rotational speed of the driving force transmission system including the engine varies.

Abstract: Disclosed is a control device applied to an internal combustion engine provided with a fuel vapor treatment system for treating collected fuel vapor by purging the collected fuel vapor into intake air downstream from an air flowmeter (6) and an exhaust gas recirculation system for recirculating part of exhaust gas in the intake air using intake negative pressure. An electronic control unit (22) performs an advance correction corresponding to the exhaust gas recirculation quantity regarding the MBT ignition timing and the knock limit ignition timing, and corrects the volumetric efficiency of the internal combustion engine, which is used for the calculation of the advance correction quantity used for the advance correction, according to the purge air quantity.

Abstract: Control over an internal combustion engine that automatically stops includes: setting a first idle rotation speed, which is used after a lapse of a short stop period of the internal combustion engine, and a second idle rotation speed, which is used after a lapse of a long stop period of the internal combustion engine, at different values; and, when an idle rotation speed of the internal combustion engine is the second idle rotation speed, restricting automatic stop of the internal combustion engine.

Abstract: An ECU for controlling an engine counts an unused time TIM of engine in a low-temperature environment. If the unused time TIM is shorter than a predetermined reference value, the ECU sets idle speed immediately after start of operation of the engine to a first idle speed, and if the unused time TIM is longer than the reference value, sets the idle speed to a second idle speed higher than the first idle speed. If duration of the second idle speed exceeds a reference period determined by state of driving of the vehicle, the ECU sets the idle speed to be lower than the second idle speed. In this manner, increased vibration in idling operation in a low-temperature environment can be prevented.

Abstract: An inter-cylinder air-fuel ratio imbalance abnormality detection apparatus includes an air-fuel ratio sensor disposed in an exhaust passage of a multi-cylinder internal combustion engine, and an abnormality detection unit that detects an inter-cylinder air-fuel ratio imbalance abnormality on the basis of a degree of variation in an output of the air-fuel ratio sensor. The abnormality detection unit detects the inter-cylinder air-fuel ratio imbalance abnormality by comparing a value of a parameter that correlates with the degree of variation in the output of the air-fuel ratio sensor with a predetermined abnormality determination value. The abnormality determination value is set individually for each of a plurality of preset operating regions of the internal combustion engine.