Nissan Motor Company Limited

Hitachi, Ltd.

Other

Hatsuo Nagaishi

Masahiro Arai

Yoshiaki Yoshioka

Takahiro Yoshino

Takashi Nakazawa

Hiroshi Iwano

Kazuhiko Abe

Kenji Ohta

Yuji Sasaki

Hiromichi Miwa

Masaaki Uchida

Toyoaki Nakagawa

Hiroyuki Maruoka

Takao Kawasaki

Suzuo Suzuki

Takahisa Koseki

Yuji Matsubara

Takeshi Etou

Takahiko Hirasawa

Tetsuya Iwasaki

Kunifumi Sawamoto

Toshio Takahata

Koyo Nakamura

Kenji Okamura

Kohki Sone

Hiroshi Sanbuichi

Keisuke Fujiwara

Yasuo Seimiya

Takehiko Itami

Takeshi Suzuki

Kenichi Machida

Hiroshi Hirayama

Tatsuo Morita

Ryo Miyakoshi

Toshio Hori

Hideaki Takahashi

Yuki Nakajima

Yasuo Takagi

Shinji Nakagawa

Hiroyuki Itoyama

Toshimi Abo

Yoshihisa Kawamura

Naoki Okamoto

Toru Kita

Yoshihiko Akagi

Hideyuki Tamura

Hiromasa Kubo

Hidehiro Minami

Toru Fuse

Mikio Matsumoto

Tomohiko Takahashi

Akihiro Kawano

Mitsuhiko Kubota

Tsuyoshi Kitahara

Takamasa Ueda

Kazuhiko Miya

Youichi Oshimi

Satoshi Takeyama

Kazushige Yokota

Takuto Okamoto

Hiroshi Udo

Setsuzo Tachibana

Shunichi Yoshikawa

Hirokimi Koyama

Kiyoshi Takeuchi

Yuko Nagaishi, Legal Representative

Tadaoki Takasaki

Kou Ido

Ichiro Itonaga

Yoshitaka Kitagasaki

Hiroshi Twano

Hiroyuki Naito

Ichirou Kishiki

Takhisa Koseki

In a variable valve unit provided with a variable valve mechanism that varies opening characteristics of an engine valve by rotary motion of a control shaft, an actuator that generates a rotary motion of the control shaft, a stopper restricting the rotary motion of the control shaft, and an angle sensor capable of outputting signals corresponding to angle positions of the control shaft, when the signal of the angle sensor at an angle position where the rotation of the control shaft is restricted by the stopper are learned, the actuator is controlled such that the control shaft is pressed against the stopper, after which drive torque of the actuator is reduced and with the drive torque reduced, signals of the then-angle sensor are stored.

Apparatus and method for learning reference position of variable valve unit

At the time of obtaining a difference in intake air amount between right and left banks in a V-type engine, a target value of a lift-amount/operation-angle-varying mechanism provided for each of the banks is set to a target value at which flow velocity of intake air passing through an intake valve becomes almost sound velocity. In a state in which the flow velocity of intake air passing through the intake valve becomes almost sound velocity, a difference in the intake air amount in the right and left banks is detected and, to reduce the difference, a correction value for a target value of a valve lift is set for each of the banks.

Apparatus for and method of controlling variable valve mechanism

A determination is made as to whether or not knocking is actually occurring inside a combustion chamber (), and on the basis of the knocking detection result, a knocking-correlated parameter (octane number, alcohol concentration, compression ratio of the engine), which is a parameter having a correlation with knocking, is estimated. A knocking occurrence timing in the combustion chamber () is then predicted on the basis of the estimated knocking-correlated parameter. A knocking limit ignition timing, which is the ignition timing furthest toward the advanced side at which knocking does not occur, is calculated on the basis of the predicted knocking occurrence timing, and an ignition device () is controlled to perform spark ignition at the knocking limit ignition timing.

Engine control device and control method

An internal combustion engine () causes an air/fuel mixture in a cylinder to combust due to ignition by a spark plug (). The engine controller () calculates a crank angle at knock on the basis of an operating state of the engine () (), calculates a knock intensity on the basis of this crank angle at knock (), calculates a limit ignition timing at which knock is not generated, on the basis of the knock intensity (), and controls the ignition timing of the spark plug () to the limit ignition timing at which knock is not generated (). Therefore, suitable control of the ignition timing is achieved, by means of a small number of adaptation steps.

Ignition timing control for internal combustion engine

An internal combustion engine () causes an air/fuel mixture in a cylinder to combust due to ignition by a spark plug (). The engine controller () calculates a temperature and pressure in the cylinder on the basis of the operating state of the engine () (), calculates a limit ignition timing at which knock is not generated, on the basis of the temperature and pressure in the cylinder (), and controls an ignition timing of the spark plug () to the limit ignition timing at which knock is not generated (). Therefore, suitable control of the ignition timing is achieved, by means of a small number of adaptation steps.

Fuel properties estimating apparatus for an internal combustion engine includes a controller to determine an estimated component concentration of a component in a fuel. The controller calculates an air-fuel correction quantity in accordance with an actual air fuel ratio of the engine; and calculates an air-fuel ratio sensitivity correction quantity from the air-fuel ratio correction quantity and a fuel properties correction quantity calculated from a most recent value of the component concentration. The controller then determines a new value of the estimated component concentration in accordance with the air-fuel ratio sensitivity correction quantity.

Fuel properties estimation for internal combustion engine

An internal combustion engine control apparatus basically comprises a reference intake air quantity calculating section, a maximum intake air quantity calculating section and an engine control section. The reference intake air quantity calculating section is configured to calculate a reference intake air quantity corresponding to when an intake air is taken in as a sonic flow. The maximum intake air quantity calculating section is configured to calculate a theoretical maximum intake air quantity. The engine control section is configured to control the engine by using an intake air quantity function between a first value obtained by dividing the reference intake air quantity by the maximum intake air quantity and a second value obtained by dividing an actual intake air quantity corresponding to the valve characteristics of the intake valve by the maximum intake air quantity.

Internal combustion engine control apparatus

In an internal combustion engine (), air is taken into a cylinder () from an intake passage () through an intake valve (). The amount of air taken into the cylinder () is controlled to a target intake air amount by having an engine controller () operate an intake throttle () in accordance with an accelerator opening (APO), taking into account a predetermined response delay (T). The engine controller () calculates a predicted value (Qc) of the intake air amount on the basis of the accelerator opening (APO), and controls a fuel injector () to inject fuel in a target fuel injection amount (Ti) which corresponds to this predicted value (Qc) at a predetermined timing. In so doing, an improvement is achieved in the degree of precision with which air-fuel ratio control is performed when the internal combustion engine () accelerates or decelerates.

Fuel injection control of engine

A cylinder intake air quantity determination device is configured to calculate a manifold internal air quantity based on an inflow air quantity and an outflow air quantity of an intake manifold. Then, a manifold internal pressure is calculated based on the manifold internal air quantity and an intake air temperature, and a cylinder internal pressure corresponding to a crank angle is calculated based on the previous cylinder intake air quantity. The cylinder intake air quantity is then calculated based on the manifold internal pressure, the cylinder internal pressure, and the intake air temperature. Thus, the cylinder intake air quantity determination device is configured to calculate the cylinder intake air quantity with a good precision.

Cylinder intake air quantity determination device

An internal combustion engine () causes an air/fuel mixture in a cylinder to combust due to ignition by a spark plug (). An engine controller () calculates an ignition delay of the gas in the cylinder on the basis of an operational state of the engine ()(), and it calculates a knock generation index which is an indicator of the occurrence of knock on the basis of the ignition delay (). The controller () calculates a limit ignition timing at which knock is not generated, on the basis of the knock generation index (), and by controlling the ignition timing of the spark plug () to the limit ignition timing (), appropriate control of the ignition timing is achieved by means of a small number of adaptation steps.

An internal EGR parameter estimating device is configured to estimate the internal EGR quantity based on the quantity of blow-by gas that blows by during an overlap period when both the intake valve(s) and the exhaust valve(s) are open. The blow-by gas quantity is calculated based on the intake air pressure and the exhaust gas pressure during the overlap period and the effective cross sectional area opening formed by the intake and exhaust valves. The overlap period is divided into intervals of a prescribed period and the interval cross sectional area opening during each interval is calculated.

Internal EGR parameter estimating device for internal combustion engine

An intake port () is connected to a combustion chamber () of an internal combustion engine () via an intake valve (), and a volatile liquid fuel is injected from a fuel injector () provided in the intake port (). The controller () calculates a suspension ratio in the combustion chamber () of the injected fuel according to the particle diameter of the injected fuel (), calculates an amount of fuel burnt in the combustion chamber () based on the suspension ratio (), calculates a target fuel injection amount based on the burnt fuel amount (), and controls a fuel injection amount of the fuel injector () based on the target fuel injection amount (). Precise fuel injection control can be performed without performing adaptation experiments, based on particle diameter data for different fuel injectors by taking the particle diameter as a parameter.

Engine fuel injection amount control device

A system and method control intake air of an internal combustion engine. The engine has at least one combustion chamber provided with intake valves together with an intake manifold provided with a throttle valve. The opening and closure timings of the intake valves are adjustable entirely independently by electromagnetic drivers from the crankshaft position to control the amount of intake air supplied to the combustion chamber. The system and method provide a response adjustment to variable valve timing control of the intake valves for unthrottled intake air control.

System and method for controlling intake air by variable valve timing

Growing community of inventors

Zushi, Japan

Hatsuo Nagaishi