54results about How to "Drivability deteriorates" patented technology

An exhaust gas emission control apparatus is provided in an exhaust passage of a hybrid mechanism driven by an internal combustion engine and an electric motor. The apparatus has an adsorbent that adsorbs unburned fuel contained in exhaust gas when the temperature of the adsorbent is lower than a predetermined temperature, and that releases adsorbed unburned fuel therefrom when the temperature is at least the predetermined temperature. When the temperature of the adsorbent is lower than the predetermined temperature, the apparatus controls the hybrid mechanism to delay an increase in the temperature of the adsorbent.

A spool valve is movably provided in a valve sliding space of a valve casing. The spool valve has a through-hole formed in the inside thereof, and a communication port formed in the spool valve is operatively communicated with a fluid port for controlling an opening area of the fluid port by moving within the valve sliding space. Multiple circular oil grooves are formed at an outer peripheral surface of the spool valve, into which high pressure fluid is supplied so that the spool valve can be smoothly moved in the valve sliding space.

Fuel is added to exhaust gas 9 upstream of a catalytic regeneration type particulate filter 13 in an exhaust pipe 11. The fuel added is oxidized on a flow-through type oxidization catalyst 14 before the particulate filter 13 to generate exothermic heat with which captured and accumulated particulates in the particulate filter 13 are burned off to forcibly regenerate the particulate filter 13. When the driving is being performed in light-load engine operation areas upon forcible regeneration of the particulate filter 13, a retarder 22 is activated, with an accelerator pedal retaining its on-state, and an amount of fuel injected is increased to compensate reduction of torque due to such activation of the retarder 22.

In an exhaust gas purifying system (1) for applying NOx purification by a NOx occlusion reduction type catalyst (42) and PM purification by a DPF (41) to the exhaust gas of an internal combustion engine, when it is judged that both regeneration of the DPF (41) and sulfur purge of the NOx occlusion reduction type catalyst (42) are necessary, the DPF regeneration control for raising the temperature of the DPF (41) is performed and the sulfur purge control for decreasing the oxygen concentration of the exhaust gas flowing into the NOx occlusion reduction type catalyst (42) is intermittently repeated. Thereby, it is possible to efficiently purge the sulfur accumulated in the NOx occlusion reduction type catalyst while preventing deterioration of fuel efficiency and discharge of NOx, HC, and CO into atmospheric air.

This invention discloses a semiconductor memory device having a voltage supply circuit for generating a driver power supply voltage. The voltage supply circuit is provided with a first voltage supply circuit for precharging the driver power supply voltage to a power supply voltage level of a memory cell, and a second voltage supply circuit for supplying a voltage lower than the power supply voltage level of the memory cell as the driver power supply voltage.

A control apparatus of an automatic transmission includes first, second and third frictional elements, first and second shift control sections issuing a hydraulic pressure command to the first, second and third frictional elements for engagement and release thereof at primary and secondary shifts, a judging section judging a shift from a first speed stage to a third speed stage, and a third shift control section initiating the primary shift when the shift is judged, and initiating the secondary shift before an end of the primary shift while executing the primary shift when a gear ratio reaches a first predetermined gear ratio. the third shift control section compares two pressure command values of the first frictional element, respectively issued by the first and second shift control sections for the primary and secondary shifts, and selects a greater pressure command value, and outputs it to the first frictional element.

This invention discloses a semiconductor memory device having a voltage supply circuit for generating a driver power supply voltage. The voltage supply circuit is provided with a first voltage supply circuit for precharging the driver power supply voltage to a power supply voltage level of a memory cell, and a second voltage supply circuit for supplying a voltage lower than the power supply voltage level of the memory cell as the driver power supply voltage.

A control apparatus of an automatic transmission includes first, second and third frictional elements, first and second shift control sections issuing a hydraulic pressure command to the first, second and third frictional elements for appointment and release thereof at primary and secondary shifts, a judging section judging a shift from a first speed stage to a third speed stage, and a third shift control section initiating the primary shift when the shift is judged, and initiating the secondary shift before an end of the primary shift while executing the primary shift when a gear ratio reaches a first predetermined gear ratio. the third shift control section compares two pressure command values of the first frictional element, respectively issued by the first and second shift control sections for the primary and secondary shifts, and selects a greater pressure command value, and outputs it to the first frictional element.

When the temperature in a cylinder of an engine is low, the fuel injection amount of fuel that has a low vapor pressure and is less likely to be vaporized is increased, and the fuel injection amount of fuel that has a high vapor pressure and is more likely to be vaporized is reduced, so that the start timing of the engine can be kept constant. When the temperature in the cylinder is high, the fuel injection amount of the fuel that has a low vapor pressure and is more likely to be decomposed is reduced, and the fuel that has a high vapor pressure and is less likely to be burned (decomposed) is increased, so that the start timing of the engine can be kept constant. Thus, the start timing of the engine is kept constant irrespective of the fuel property, and deterioration of the drivability can be curbed.

An internal combustion engine is provided with a fuel injector which injects fuel into an intake port and exhaust variable valve timing mechanism which changes a valve timing of an exhaust valve. A control device executes early exhaust valve closing control which advances a closing timing of an exhaust valve when conditions for executing early exhaust valve closing control stand. The control device includes a torque detecting means which detects an output torque output by an engine body. At the time of deceleration of the engine, even when the condition for executing early exhaust valve closing control stands, execution of early exhaust valve closing control is prohibited when it is predicted that the output torque will become smaller than the limit torque. Thus, due to execution of the early exhaust valve closing control, a large torque fluctuation is prevented from occurring at the time of deceleration of the engine.

A vehicle control device includes a controller configured to perform: ignition starting of an engine when a detected crank angle is within a first area in which the ignition starting of the engine may be performed with probability not smaller than a first predetermined value; and the ignition starting of the engine while increasing an engine speed by engaging a clutch to transmit torque of a drive wheel to a crankshaft when the crank angle is within a second area in which the ignition starting of the engine may be performed with probability not smaller than a second predetermined value smaller than the first predetermined value and smaller than the first predetermined value, the instruction is output based on a signal indicating that a braking unit is turned on, and a gear of a transmission is not in neutral.

A hybrid vehicle drive system, which permits an efficient change of a vehicle drive mode from any one of constant-speed-ratio engine drive modes to one of electric motor drive modes, with reduced deterioration of drivability of the hybrid vehicle. The hybrid vehicle drive system is constructed such that one of the electric motor drive modes can be established by releasing one of two coupling elements which are placed in the engaged state in a presently established one of the constant-speed-ratio engine drive modes, when the drive system is required to be switched from the above-described one of the constant-speed-ratio engine drive modes to any one of the electric motor drive modes, whereby the drive system can be efficiently switched from any one of the constant-speed-ratio engine drive modes to the above-indicated one of the electric motor drive modes, by simply releasing one of the above-indicated two coupling elements.

An ECU starts an engine when an operation to deactivate the hybrid system has been performed during travel of the hybrid vehicle and then an operation to activate the hybrid system is performed before a hybrid vehicle stops.

In a control apparatus for an internal combustion engine, The ignition timing in a rich-cylinder is corrected toward a retardation side from a theoretical-MBT such that the torque generated in the rich-cylinder exceeds a torque generated in the rich-cylinder at the theoretical-MBT, and the ignition timing in a lean-cylinder is corrected toward an advancement side from the theoretical-MBT such that the torque generated in the lean-cylinder exceeds a torque generated in the lean-cylinder at the theoretical-MBT, when a temperature raising process is being executed, and the ignition timing in the rich-cylinder is corrected further toward the retardation side such that the torque generated in the rich-cylinder becomes equal to or smaller than a maximum theoretical generated torque and equal to or larger than the torque generated in the lean-cylinder at the theoretical-MBT, when the temperature raising process is being executed and the engine is in a low-load operating state.

Provided is an output amplifier including a differential unit which sends a current corresponding to a voltage difference between a gradation voltage and an amplified gradation voltage to a first current line; a current mirror unit which sends an amount of current corresponding to the current flowing through the first current line, to a second current line; and an output unit including a first and a second drive line, an output line through which the amplified gradation voltage is output, a first output transistor which sends a current based on a voltage of the first drive line, and a second output transistor which sends a current based on a voltage of the second drive line. The output unit includes a voltage regulation circuit which controls the voltage of the first drive line being higher than the voltage of the second drive line.

In a hybrid vehicle, in order to start up an engine, an ECU executes one of first engine start-up control for starting up the engine using a starter motor and second engine start-up control for starting up the engine by coupling the engine to drive wheels using a clutch while the hybrid vehicle is traveling. The ECU notifies the user of information for prompting the user to stop the hybrid vehicle in a predetermined notification mode using a notification apparatus, when the ECU determines that the following conditions i) and ii) are both satisfied while the hybrid vehicle is performing electric traveling,i) a motor generator is in a malfunctioning state, and the engine needs to be started up, andii) a vehicle speed is lower than a threshold.

A control device, when performing a reallocation control, makes the decrease gradient of regeneration braking force in a first period in which the amount of decrease in a basal fluid pressure from a reference basal fluid pressure is less than a specified amount of decrease greater than the decrease gradient of the regeneration braking force in a second period in which the amount of decrease in the basal fluid pressure is not less than the specified amount of decrease.

A vehicle control apparatus is applied to a vehicle including an engine as traveling drive source and a clutch device in a power transmission path connected to an output shaft of the engine. The vehicle control apparatus causes the vehicle to be in a coasting state by reducing power transmitted in the path by clutch device operation upon satisfaction of a predetermined implementation condition, and cancels coasting state by clutch device operation upon satisfaction of a predetermined coasting cancellation condition including at least an accelerator condition during coasting. The vehicle control apparatus includes a travel determination section determining coasting state of the vehicle, and a clutch control section performing half-clutch control during coasting at least at one of at the beginning of coasting and immediately before coasting is cancelled, the half-clutch control setting a degree of clutch device engagement to an intermediate degree.

A control device for a vehicle includes a resonance suppressor configured to control any one of a temperature increase process, a slip amount of a lock-up clutch, and a gear position of a transmission to execute a resonance suppression process suppressing resonance of an internal combustion engine and the transmission caused by execution of the temperature increase process, when the temperature increase process is requested, when the lock-up clutch is in the engaged state, and when rotational speed of the internal combustion engine falls in a resonance region in which the internal combustion engine resonates with the transmission if the temperature increase process is executed.

When engine is in the lean operation, and a WGV is fully closed, a boundary between a stoichiometric region and a lean region is corrected by learning using a turbocharging pressure obtained from a turbocharging pressure sensor. When the engine is in the lean operation, and the WGV is fully closed, the turbocharging pressure obtained from the turbocharging pressure sensor is equal to the actual maximum value of the engine torque output when a throttle valve is fully opened and the engine is in the lean operation, that is, the turbocharging pressure required to achieve the torque on the actual boundary. Therefore, the boundary can be brought close to the actual boundary by learning using the turbocharging pressure obtained from the turbocharging pressure sensor when the engine is in the lean operation and the WGV is fully closed.

Immediately before fuel pressure is increased by a pressure-increase mechanism, a pressure-increase control valve of each cylinder is opened in timing that does not overlap the timing of opening of an injection control valve, and the period of time for which the pressure-increase control valves is opened is gradually increased. As a result, it is possible to prevent the quantity of fuel consumed by the pressure-increase mechanism from rapidly increasing when the increase of fuel pressure is started.

A supercharging system includes: a first supercharger including a first compressor for compressing air to be supplied to an engine and a motor for driving the first compressor; a leakage current measuring part for measuring a leakage current of the motor; and a first controller for controlling the first supercharger. The first controller includes a motor control part configured to, when a measurement result by the leakage current measuring part is not less than a first threshold, set an upper limit value of an output command value for the motor to be lower than when the measurement result is less than the first threshold, and to control an output of the motor within a range which does not exceed the upper limit value.

An abnormality determination apparatus of a throttle control system calculates an integrated value of a deviation between an actual throttle angle and a target throttle angle. The abnormality determination apparatus determines existence or nonexistence of an abnormality in the throttle control system by comparing the integrated value with an abnormality determination value. The abnormality determination value is changed so that the abnormality determination value becomes smaller in a low-speed traveling period than in a high-speed traveling period. Thus, in the low-speed traveling period, in which an influence of the abnormality in the throttle control system on an operating state of an engine becomes larger than in the high-speed traveling period, the abnormality in the throttle control system can be detected and failsafe processing can be started in an early stage of the abnormality.

Control apparatus for hybrid vehicle drive system including a plurality of coupling elements which selectively connect selected ones of rotary components of differential device and stationary member to each other, and which permit the drive system to be placed in one of electric motor drive mode, and constant-speed-ratio drive modes in which an engine is operated as drive power source, control apparatus selectively establishing one of hybrid drive mode and electric motor drive mode, with an engaging action of one of coupling elements, and one of constant-speed-ratio drive modes, with an engaging action of another coupling element as well as or in place of engaging action of above-indicated one coupling element, control apparatus including drive mode switching portion configured to establish one of hybrid drive mode and electric motor drive mode, when drive system is required to be switched from neutral state to a vehicle drive state.

Immediately before fuel pressure is increased by a pressure-increase mechanism, a pressure-increase control valve of each cylinder is opened in timing that does not overlap the timing of opening of an injection control valve, and the period of time for which the pressure-increase control valves is opened is gradually increased. As a result, it is possible to prevent the quantity of fuel consumed by the pressure-increase mechanism from rapidly increasing when the increase of fuel pressure is started.

A control device for an induction motor that drives a vehicle includes an electronic control unit. The electronic control unit i) controls torque of the induction motor when an inverter that controls supply of electric current to the induction motor is in a locked state, so as to release the inverter from the locked state, ii) determines whether the inverter is in the locked state, iii) controls a slip frequency of the induction motor when it determines that the inverter is in the locked state, and iv) superimposes a frequency that actual torque does not substantially respond, on the slip frequency, so that an electric frequency lies in a region outside a lock region in which the inverter is in the locked state.

A spark ignition-type internal combustion wherein a first mechanical compression ratio control and a second mechanical compression ratio control are alternatively carried out, the first mechanical compression ratio control makes the mechanical compression ratio in the low engine load side operation area higher than that in the high engine load side operation area to increase the expansion ratio in the low engine load side operation area, the second mechanical ratio control makes the expansion ratio in the low engine load side operation area lower than that in the low engine load side operation area made by the first mechanical compression ratio control and a boost pressure control increases the boost pressure like a step change when the engine load becomes a set engine load in the low engine load side operation area or higher, is provided. The set engine load of the boost pressure control when the second mechanical compression ratio control is carried out is set higher than that when the first mechanical compression ratio control is carried out.

An electronic control unit is configured to make an engine start-up threshold at a time of second operation control smaller than an engine start-up threshold at a time of first operation control. Therefore, the engine stop time at the time of the first operation control can be made long. In consequence, the vehicle efficiency can be enhanced in a vehicle in which the first operation control and the second operation control can be selectively performed.