Isuzu Motors Limited

Futoshi Nakano

Koichiro Yomogida

Akira Hirata

Yuji Sasaki

Nobutaka Ishii

Tadashi Uchiyama

Tatsuo Mashiko

Takashi Haseyama

Hitoshi Satou

Shinji Gotou

Kouichirou Yomogida

Toshiaki Harunari

Kazuya Tomikawa

Yusuke Saigo

Takao Onodera

Kenji Hagio

Suzuhiro Saiki

Katsushi Osada

Noriyuki Tsukamoto

Yusuke Hiratani

Tsutomu Muramoto

Tsugio Chinone

Akihiro Inamura

Takashi Yamashita

Satoshi Kanekiyo

There is provided an exhaust purification apparatus for an internal combustion engine in which a catalyst capable of adsorbing and oxidizing hydrocarbon is provided in an exhaust pipe, the exhaust purification apparatus including temperature detection means for detecting a temperature of the catalyst, estimation means for accumulating a time during which the temperature of the catalyst detected by the temperature detection means is equal to or less than a predetermined temperature, and estimating an amount of hydrocarbon adsorbed on the catalyst from the accumulated time, and control means for controlling fuel ejection of the internal combustion engine in a first ejection mode in which the temperature of the catalyst is increased to a temperature where hydrocarbons adsorbed on the catalyst are oxidized, in a case in which the amount of hydrocarbons estimated by the estimation means exceeds a predetermined upper limit.

Exhaust purification apparatus for internal combustion engine

Forced regeneration start timing of a diesel particulate filter for purifying particulate matter in exhaust gas is judged based on a comparison of a differential pressure across the diesel particulate filter with a predetermined differential pressure threshold across the filter. The predetermined differential pressure threshold is set by multiplying a reference differential pressure threshold by a coefficient which varies stepwise or continuously depending on a mileage of a vehicle after previous forced regeneration. Consequently, particulate matter can be removed by burning while the amount of particulate matter accumulated unevenly in the filter is still small, and excessive temperature rise in the filter resulting from excessive accumulation of particulate matter during forced regeneration and melting-loss of the filter due to excessive temperature rise can be prevented.

Exhaust emission purification method and exhaust emission purification system

Increase in combustion noise and deterioration of exhaust gas performance caused by inter-cylinder correction are prevented, and decrease in temperature rise performance of a diesel particulate removal device caused by inter-cylinder correction is prevented. A fuel injection control device of an engine comprises inter-cylinder correction amount calculation meansfor calculating, for each cylinder, an inter-cylinder correction amount for correcting by increasing/decreasing a fuel injection amount in each cylinder according to a difference in engine revolution speed between the cylinders, inter-cylinder correction amount division meansfor dividing the inter-cylinder correction amount into a first divided inter-cylinder correction amount for correcting by increasing/decreasing the basic injection amounts of main injection and sub-injection and a second divided inter-cylinder correction amount for correcting by increasing/decreasing only the basic injection amount of main injection, first correction meansfor distributing the first divided inter-cylinder correction amount to main injection and sub-injection according to the basic injection amount of main injection and sub-injection, and second correction meansfor adding the second divided inter-cylinder correction amount to the basic injection amount of main injection.

Fuel injection control device of engine

An exhaust emission purification system having a controller performing exhaust temperature rise control including multistage delay injection control for raising the exhaust temperature, if the exhaust gas temperature is lower than a predetermined judgment temperature, and performing particulate matter combustion removal control including post injection control, if the exhaust gas temperature becomes equal to or higher than the predetermined judgment temperature, when forced regeneration of a diesel particulate filter is carried out. The multistage delay injection control is forbidden when an idle operation state of an internal combustion engine occurs for a predetermined judgment time and a power take-off device is operating. A control method for exhaust emission purification is also provided sustaining a diesel particulate filter for purifying particulate matter in exhaust gas by executing forced regeneration while avoiding variation in engine speed, even if the power take-off device is operating during an extended idling operation.

Control method of exhaust emission purification system and exhaust emission purification system

A control device for an internal combustion engine comprising an EGR passage () for connecting an intake passage () and an exhaust passage () with each other, an EGR valve () provided in the EGR passage (), and an intake throttle valve () provided in the intake passage () at an upstream side of the connection part with the EGR passage (). The control device comprises operational state detection means for detecting an operational state of the internal combustion engine, first control means for controlling opening and closing of the intake throttle valve () and the EGR valve () to adjust intake air volume if the operational state detection means detects a normal operational state, and second control means for controlling the intake throttle valve () at a predetermined constant opening degree and for controlling opening and closing of the EGR valve () to adjust an intake air volume if the operational state detection means detects a predetermined operational state.

Control device and method for internal combustion engine

A fuel injection control device includes an exhaust purification device for purifying an exhaust gas by catalytic action, an exhaust gas-temperature detection unit for detecting exhaust gas temperature, and a determination unit for determining the amount of the basic fuel injection and basic fuel injection timing from the operational status of a combustion engine, and a control unit for controlling the amount of the fuel injection and fuel injection timing. The control unit retards the fuel injection timing from the basic fuel injection timing when the exhaust gas temperature is lower than the temperature required for the catalytic activation of the exhaust purification device. The control unit also increases the amount of the fuel injection compared to the amount of the basic fuel injection to compensate for the loss of the torque output caused by the retarded fuel injection timing.

Fuel injection control device

An EGR control apparatus for a diesel engine which can stop EGR in advance of increase of a fuel injection quantity when acceleration of the engine comprises: EGR means () to adjust an EGR volume which is recirculated from an exhaust pipe () to an intake pipe (); filter means () to carry out a smoothening-process to an accelerator opening degree detected by an accelerator opening degree sensor; injection quantity determination means () to determine a target fuel injection quantity to be injected from an injector (), using the accelerator opening degree after smoothening-processed; and control means () to calculate a fuel injection quantity for judging EGR stop (Qcut), using the accelerator opening degree before smoothening-processed, to allow the EGR means () to carry out a decrease control for the EGR volume when the fuel injection quantity for judging EGR stop (Qcut) exceeds a predetermined threshold value (Hi).

EGR control apparatus for diesel engine

The present invention provides a fuel injection quantity control device for a diesel engine, having injection quantity determination unit for determining the required fuel injection quantity based on the accelerator opening degree and engine revolution speed. The device comprising control unit for conducting a minimum cut-off control. With the present invention, the generation of white smoke during injection restart following the fuel injection cut-off can be prevented merely by controlling the injection quantity, without using a separate device.

Fuel injection quantity control device for diesel engine

A fuel injection quantity control device includes: vehicle speed detection unit; gear position detection unit; engine revolution speed detection unit; accelerator opening degree detection unit; target acceleration value computation unit for finding a basic target acceleration value corresponding to the difference between the set limit vehicle speed and an actual vehicle speed and an upper limit value and lower limit value of the basic target acceleration value for each gear position in a map, limiting the basic target acceleration value with the upper limit value and lower limit value, and determining a target acceleration value; basic fuel injection quantity for vehicle speed limit computation unit for determining a basic fuel injection quantity for vehicle speed limit by feedback computation from the difference between the determined target acceleration value and the actual acceleration value; an accelerator required injection quantity computation unit for computing an accelerator required injection quantity from the engine revolution speed and accelerator opening degree; and vehicle speed limit injection quantity computation unit for selecting the smaller of the basic fuel injection quantity for vehicle speed limit and accelerator required injection quantity and setting it as a fuel injection quantity for vehicle speed limit.

Fuel injection quantity control device

A fuel injection control device includes an after treatment device for purifying exhaust gas by the action of a catalyst, an exhaust gas temperature detector for detecting the exhaust gas temperature, and a controller for controlling the fuel injection quantity and fuel injection timing. The controller executes an exhaust gas temperature increase control by post-injection when the exhaust gas temperature detected by exhaust gas temperature detection means is less than the activity temperature of the catalyst in the after treatment device. When executing the exhaust gas temperature increase control, the controller determines the target injection quantity of post-injection based on the difference between the exhaust gas temperature considered as a target and the actual exhaust gas temperature detected by the exhaust gas temperature detector and also determines the upper limit value of injection quantity of post-injection based on the actual exhaust gas temperature detected by the exhaust gas temperature detector, conducts control such that the actual injection quantity of post-injection becomes the upper limit value when the target injection quantity is equal to the upper limit value or higher, and conducts control such that the actual injection quantity of post-injection becomes the target injection quantity when the target injection quantity is less than the upper limit value.

The common rail fuel injection control device in accordance with the present invention computes a base duty (A) equivalent to a base target opening degree of a metering valve and a correction coefficient (B) based on the engine operation state, adds the value obtained by multiplying an oscillation duty (C) which oscillates periodically by the correction coefficient (B) to the base duty (A), and determines the final duty (D) equivalent to a final target opening degree of the metering valve.

Common rail fuel injection control device

The detected values of a common rail pressure that were detected by a pressure sensor are read within crank angle periods &#x394;t which are at least not more than half of a pumping cycle &#x394;T of a supply pump, the values detected within one pumping cycle preceding a reading time (for example, S(1), S(0), . . . S(&#x2212;4)) are averaged during each of the reading times, and the value thus obtained (for example, Pav()) is used as a common rail pressure after averaging processing, which is a representative value or a control value of the actual common rail pressure. The feedback control of common rail pressure is executed by using the values of common rail pressure after averaging processing thus computed by moving averaging. Consequently, the actual common rail pressure is converted into values suitable for control, and the feedback control of common rail pressure is executed with higher accuracy.

Filter processing device for detecting values of common rail pressure and common rail fuel injection control device

A fuel injection control device for executing multiple injection includes first means for determining the total injection quantity of fuel (Qtotal), second means for determining base injection quantities (QBsub) of each auxiliary injection, and third means which, when the sum (QBsubtotal) of base injection quantities (Qsub) of each of auxiliary injections is not larger than the value obtained by multiplying the total injection quantity (Qtotal) by a coefficient (K) (0<K&lE;1), computes the injection quantity (QTmain) of the main injection by subtracting the sum (QBsubtotal) from the total injection quantity (Qtotal), and when the sum (QBsubtotal) is larger than the value obtained by multiplying the total injection quantity (Qtotal) by the coefficient (K), computes the injection quantity (QTmain) of the main injection by reduction correcting the base injection quantities (QBsub) of auxiliary injections so that the sum (QBsubtotal&prime;) of injection quantities (QBsub&prime;) of auxiliary injections after the correction becomes not larger than the value obtained by multiplying the total injection quantity (Qtotal) by the coefficient (K), and by subtracting the sum (QBsubtotal&prime;) after the correction from the total injection quantity (Qtotal).

A fuel injection quantity control device for controlling an actual revolution speed En of an engine to a target revolution speed Eo, comprises difference computation unit for subtracting the actual revolution speed En from the target revolution speed Eo and finding the difference e therebetween; proportional term computation unit for multiplying the aforesaid difference e by the prescribed proportionality constant Kp and finding a proportional term output value Qp; integral term computation means for finding an integral term output value Qi which is obtained by integrating the product of the aforesaid difference e and the prescribed integration constant Ki; differential term computation unit for finding a differential term output value Qd which is obtained by multiplying the value obtained by differentiating the aforesaid difference e by the prescribed differentiation constant Kd; and injection quantity computation unit for adding up the proportional term output value Qp and the integral term output value Qi and determining the injection quantity.

Detected first is fluctuation of engine revolution speed that varies with torsional vibration occurring in a drive train when the vehicle is acceleratedldecelerated. A basic amount of fuel injection (Qbase) is determined from an accelerator opening (APS) and engine revolution speed (RPM). An intermediate value (Qbad), which is an amount of fuel needed at the time of drive power being first transmitted to drive wheels from an engine, is determined from water temperature (Tw) and engine revolution speed (RPM). A difference (Qabs) is calculated by subtracting the intermediate value (Qbad) from the basic value (Qbase). A correction value (Qacl ) to counterbalance the fluctuation of the engine revolution speed (RPM) is then determined based on the difference (Qabs), engine revolution speed (RPM), engine revolution speed change (&Dgr;RPM) and/or its differential value (D&Dgr;RPM). A target amount of fuel injection (Qfnl) is sequentially increased/decreased in accordance with the correction value (Qacl ), thereby attenuating the torsional vibration.

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Fujisawa, Japan

Futoshi Nakano