Abstract: The present invention addresses a solution of improving precision with which requested torque at a time of a transient operation is realized in a control device for an internal combustion engine that controls torque that is generated by an internal combustion engine by control of an air amount by means of a throttle. To this end, the present control device calculates a target intake pipe pressure for realizing a target air amount, and calculates predicted pump loss from the target intake pipe pressure. By adding the predicted pump loss to requested torque to the internal combustion engine, 360° indicated requested torque that should be realized in a compression/expansion strokes is calculated. An air amount for realizing the 360° indicated requested torque is calculated as the target air amount, and an opening of the throttle is determined based on the target air amount.

Abstract: The present invention addresses a solution of improving precision with which requested torque at a time of a transient operation is realized in a control device for an internal combustion engine that controls torque that is generated by an internal combustion engine by control of an air amount by means of a throttle. To this end, the present control device calculates a target intake pipe pressure for realizing a target air amount, and calculates predicted pump loss from the target intake pipe pressure. By adding the predicted pump loss to requested torque to the internal combustion engine, 360° indicated requested torque that should be realized in a compression/expansion strokes is calculated. An air amount for realizing the 360° indicated requested torque is calculated as the target air amount, and an opening of the throttle is determined based on the target air amount.

Abstract: An engine ECU executes a program including the steps of: starting an engine by transiently increasing an amount of fuel injection when a start request is detected; prohibiting calculation of a learn value when a condition for stopping transient increase is not satisfied; stopping transient increase when the condition for stopping transient increase is satisfied; steadily increasing the amount of fuel injection in accordance with a coolant temperature TW; and permitting calculation of a learn value during steady increase in accordance with the coolant temperature TW.

Abstract: An internal combustion engine includes an engine control unit for setting a ratio of fuel injection quantity of both the injectors. The engine control unit includes a memory storing four sheets of ignition timing maps, with reference to which the maximum torque generation timing and knocking limit torque generation timing, at the direct injection injector (100%) and port fuel injection injector (100%), are calculated. The engine control unit further operates to calculate a correction amount from correction amount map, and calculates first interpolation value of the maximum torque generation timing at the above 100% operation time of both the injectors and second interpolation value of the knocking limit torque generation timing at the above 100% operation time of both the injectors. A value in which the correction amount is added to either one of the above first and second interpolation value on a delay angle side is calculated as ignition timing.

Abstract: An engine ECU executes a program including the steps of: starting an engine by transiently increasing an amount of fuel injection when a start request is detected; prohibiting calculation of a learn value when a condition for stopping transient increase is not satisfied; stopping transient increase when the condition for stopping transient increase is satisfied; steadily increasing the amount of fuel injection in accordance with a coolant temperature TW; and permitting calculation of a learn value during steady increase in accordance with the coolant temperature TW.

Abstract: An internal combustion engine includes an engine control unit for setting a ratio of fuel injection quantity of both the injectors. The engine control unit includes a memory storing four sheets of ignition timing maps, with reference to which the maximum torque generation timing and knocking limit torque generation timing, at the direct injection injector (100%) and port fuel injection injector (100%), are calculated. The engine control unit further operates to calculate a correction amount from correction amount map, and calculates first interpolation value of the maximum torque generation timing at the above 100% operation time of both the injectors and second interpolation value of the knocking limit torque generation timing at the above 100% operation time of both the injectors. A value in which the correction amount is added to either one of the above first and second interpolation value on a delay angle side is calculated as ignition timing.

Abstract: A fuel injection mode is flexibly controlled according to the actual extent of adverse effects on an internal combustion engine from both deterioration of exhaust gas emissions and fuel dilution caused by fuel adhering to the piston top face and the cylinder inner peripheral face. A dilution degree counter value C is counted up when a coolant temperature at engine startup THWST and an intake air quantity sum value after engine startup GASUM are each equal to, or less than, respective predetermined values. A fuel dilution flag is set to “ON” when the dilution degree counter value C is equal to, or greater than, a predetermined value CH. A fuel injection timing of an intake stroke injection is changed to a timing on the advance side when this fuel dilution flag is “ON.

Abstract: An evaporative fuel processing system for an in-cylinder injection type internal combustion engine includes an evaporative fuel processing mechanism that includes a canister to which an evaporative fuel in a fuel supply system is adsorbed and performs an operation for purging the adsorbed evaporative fuel into an intake system of the internal combustion engine. The system further includes a controller that estimates a degree of dilution occurred in a lubricating oil for the internal combustion engine with a fuel mixed therewith, and inhibits the purging operation performed by the evaporative fuel processing mechanism when the estimated degree of dilution is equal to or larger than a predetermined value.

Abstract: An evaporative fuel processing system for an in-cylinder injection type internal combustion engine includes an evaporative fuel processing mechanism that includes a canister to which an evaporative fuel in a fuel supply system is adsorbed and performs an operation for purging the adsorbed evaporative fuel into an intake system of the internal combustion engine. The system further includes a controller that estimates a degree of dilution occurred in a lubricating oil for the internal combustion engine with a fuel mixed therewith, and inhibits the purging operation performed by the evaporative fuel processing mechanism when the estimated degree of dilution is equal to or larger than a predetermined value.

Abstract: A fuel injection mode is flexibly controlled according to the actual extent of adverse effects on an internal combustion engine from both deterioration of exhaust gas emissions and fuel dilution caused by fuel adhering to the piston top face and the cylinder inner peripheral face. A dilution degree counter value C is counted up when a coolant temperature at engine startup THWST and an intake air quantity sum value after engine startup GASUM are each equal to, or less than, respective predetermined values. A fuel dilution flag is set to “ON” when the dilution degree counter value C is equal to, or greater than, a predetermined value CH. A fuel injection timing of an intake stroke injection is changed to a timing on the advance side when this fuel dilution flag is “ON.

Abstract: The technique of the present invention reduces or even omits potential shocks and vibrations arising due to the coupling action of a coupling mechanism at the time of starting an internal combustion engine, and ensures a quick restart of the internal combustion engine. In a vehicle with an idling stop control apparatus of the present invention mounted thereon, a control unit inputs an inverted phase current Eon, which is determined according to the energy absorbing state of a transmission belt, into an auxiliary machinery driving electric motor, so as to brake rotations of the auxiliary machinery driving electric motor. After the input of the inverted phase current Eon into the auxiliary machinery driving electric motor, the control unit couples an electromagnetic clutch to link a crankshaft of the internal combustion engine with the auxiliary machinery driving electric motor. The value of the inverted phase current Eon is varied according to the energy absorbing state of the transmission belt.

Abstract: An engine performs a combustion mode selected from a plurality of combustion modes. The combustion modes include stratified-charge combustion and homogeneous-charge combustion. A electronic control unit switches the combustion mode in accordance with the current running conditions of the engine. The electronic control unit limits a running area in which stratified-charge combustion is performed in accordance with the frequency of engine knocking occurrences. This properly executes knocking control without adversely affecting the execution of is stratified-charge combustion.

Abstract: The technique of the present invention reduces or even omits potential shocks and vibrations arising due to the coupling action of a coupling mechanism at the time of starting an internal combustion engine, and ensures a quick restart of the internal combustion engine. In a vehicle with an idling stop control apparatus of the present invention mounted thereon, a control unit inputs an inverted phase current Eon, which is determined according to the energy absorbing state of a transmission belt, into an auxiliary machinery driving electric motor, so as to brake rotations of the auxiliary machinery driving electric motor. After the input of the inverted phase current Eon into the auxiliary machinery driving electric motor, the control unit couples an electromagnetic clutch to link a crankshaft of the internal combustion engine with the auxiliary machinery driving electric motor. The value of the inverted phase current Eon is varied according to the energy absorbing state of the transmission belt.