Mitsubishi Denki Kabushiki Kaisha

Mitsubishi Denki K.k.

Hirofumi Ohuchi

Tatsuhiko Takahashi

Shiro Yonezawa

Atsuko Hashimoto

Satoshi Wachi

Shinya Fujimoto

Tadahiro Azuma

Hideaki Katashiba

Keiichi Enoki

Yasuhiko Hosoya

Takahiko Ono

Tosiaki Yonekura

Wataru Fukui

Ryoji Nishiyama

Hajime Kako

Hironori Matsumori

Mie Maeda

Sotsuo Miyoshi

Satoshi Kawamura

Toshihiko Miyake

Yoshikazu Sato

Norihisa Fukutomi

Yoshiaki Kanno

Toshiaki Date

Yoichi Kadota

Takeshi Kawakami

Hidetoshi Okada

Hiromichi Hisato

Takeshi Kitao

Tadashi Tubakiji

Kenichi Tsuchiya

Keizo Hagihara

It is an object of the present invention to provide a communication protocol converter system, which can handle a plurality of communication protocols. Communication protocol set information for an electronic control device set by a personal computer is sent to a variable protocol converter means in an interface device . The variable protocol converter means changes a communication protocol control program based on the communication protocol set information.

Communication protocol converter system and monitor device

A cylinder identifying system for an internal combustion engine enables fuel injection and ignition controls for individual cylinders to be speedily performed upon starting of engine. A cylinder identifying means ( ) operating on the basis of a crank angle signal (SGT) and a cam signal (SGC) includes a pulse signal number storage means ( ) for dividing an ignition control period of each cylinder into plural subperiods for counting for storage signal numbers of specific pulses generated over plural subperiods, and a subperiod discriminating means ( ) for determining discriminatively a sequential order of the plural subperiods on the basis of combinations of the numbers of the specific pulses generated during the plural subperiods. The combinations of the numbers of specific pulses generated during the plural subperiods differ one another correspondingly to the plural subperiods independently from the start points thereof. The cylinder identifying means ( ) identifies the individual cylinders on the basis of results of determination made by the subperiod discriminating means ( ) independently of positional relationships between the storage start points and the subperiods.

Cylinder identifying system for internal combustion engine

A fuel injection control system of low cost for a cylinder injection type internal combustion engine, which system is capable of preventing degradation of fuel injection quantity accuracy which may be brought about by disturbances such as change of a battery voltage, change of resistance of a plunger coil of the fuel injection valve ( ) and change of the fuel pressure (Fp) acting on the fuel injection valve ( ) which may occur in the course of overexcitation driving of the fuel injection valve ( ) at a battery voltage, to thereby allow the fuel injection quantity control to be secured for the fuel injection valve ( ) over an extended range. The fuel injection control system includes an overexcitation drive means ( ) for outputting a overexcitation current to the fuel injection valve ( ) at a battery voltage, a holding drive means ( ) for outputting a holding current smaller than the overexcitation current for holding the fuel injection valve ( ) in a valve open state, a fuel injection valve control means ( ) for changing over output operation of the overexcitation drive means ( ) with output operation of the holding drive means ( ) to thereby control driving operation for the fuel injection valve ( ), and a switching time-point change means ( ) for changing a time point for switching the output operation of the overexcitation drive means ( ) to the output operation of the holding drive means ( ).

Fuel injection control system for cylinder injection type internal combustion engine

In order to suppress the quantity of the nitrogen oxide to be released to the atmosphere when the operation state is shifted from the engine operation with lean air fuel ratio to that with stoichiometric air fuel ratio, the exhaust gas purification apparatus is arranged such that by forced rich operation, when the operation state is shifted from the engine operation with lean air fuel ratio to that with stoichiometric air fuel ratio, the operation state is shifted to the engine operation with stoichiometric air fuel ratio after performing that with rich air fuel ratio.

Exhaust gas purification apparatus and method for an internal combustion engine

A device for controlling the rise of the catalyst temperature in an internal combustion engine, capable of quickly raising the catalyst temperature at the start to satisfy the exhaust gas regulations to a sufficient degree. The device comprises a means for picking up data corresponding to the temperature of the catalyst provided in the exhaust pipe of the internal combustion engine as catalyst temperature TC, a variety of sensors for detecting the operation conditions of the internal combustion engine, a means for controlling the air-to-fuel ratio of the internal combustion engine depending upon the operation conditions, and an air-to-fuel ratio lean-correction means S which, when the catalyst temperature is lower than a predetermined temperature corresponding to an activating temperature of the catalyst, corrects a target air-to-fuel ratio A/Fo toward the lean side to promote the activation of the catalyst, wherein the variety of sensors detect at least intake-air-amount data and crank angle data, and, when the temperature of the catalyst is lower than the predetermined temperature, the air-to-fuel ratio lean-correction means sets the target air-to-fuel ratio to a lean activating air-to-fuel ratio which is larger than an air-to-fuel ratio A/Fn of during the normally controlled operation and is higher than a stoichiometric air-to-fuel ratio.

Device for controlling the rise of the catalyst temperature in an internal combustion engine

Fuel injection control apparatus for direct injection type internal combustion engine controls timing of end of fuel injection so as to be capable of controlling fuel injection volume precisely without raising fuel pressure. The apparatus comprises crank angle sensor detecting rotational angle of internal combustion engine, fuel injection valve directly injecting fuel to combustion chamber, fuel pump supplying fuel to said fuel injection valve whereby supply pressure of fuel is set equal to or less than the maximum cylinder pressure during motoring of internal combustion engine and control means for controlling open or close timing of said fuel injection valve to control fuel injection amount and fuel injection duration and judging timing of closing of the intake valve of inner combustion engine from the rotational angle output of crank angle sensor and controlling fuel injection timing to close fuel injection valve not later than the closing of intake valve

Fuel injection control apparatus for direct injection type internal combustion engine

A valve timing control system for accelerating activation of a catalytic converter in an internal combustion engine in a cold starting operation mode. The system includes actuators ( ) coupled to cam shafts ( C, C), hydraulic pressure supply units ( ) for driving the actuators ( ), and a controller ( A) for controlling a hydraulic pressure for the actuators ( ) in dependence on engine operation states to change phase of the cam shafts ( C; C) relative to a crank shaft. The actuator ( ) includes a locking mechanism ( ) for setting the relative phase to a lock-up position, and an unlocking mechanism ( ) for releasing the locking mechanism in En response to a predetermined hydraulic pressure. The controller ( A) sets the relative phase to the lock-up position in a starting operation, while controlling the relative phase to be advanced in an engine state succeeding to the starting operation.

Valve timing control system for internal combustion engine

A valve timing control system for accelerating activation of a catalytic converter in an internal combustion engine in a cold starting operation mode. The system includes actuators ( ) coupled to cam shafts ( C, C), hydraulic pressure supply units ( ) for driving the actuators ( ), and a controller ( A) for controlling a hydraulic pressure for the actuators ( ) in dependence on engine operation states to change phase of the cam shafts ( C; C) relative to a crank shaft. The actuator ( ) includes a locking mechanism ( ) for setting the relative phase to a lock-up position, and an unlocking mechanism ( ) for releasing the locking mechanism in response to a predetermined hydraulic pressure. The controller ( A) sets the relative phase to the lock-up position in a starting operation, while controlling the relative phase to be retarded in an engine state succeeding to the starting operation.

The fuel injection control device includes a revolution detecting unit for detecting revolution of an internal combustion engine, an injector for injecting fuel into the internal combustion engine, and a fuel injection control unit for controlling the injection of fuel of the injector. The fuel injection control unit includes an engine-start-completion detecting unit for detecting whether or not the internal combustion engine has started, and a fuel-injection-amount correcting unit for correcting the amount of fuel to be injected, after the engine has started, by an amount of fuel for correction obtained by considering the amount of fuel remaining uncombusted when starting the engine and in accordance with one of the frequency of fuel injection, revolution of the internal combustion engine, and the elapse of time.

Fuel injection control device for internal combustion engine

A control system for an internal combustion engine equipped with an automatic transmission capable of performing controls of the engine at a minimum fuel-performance cost or fuel consumption even in a nonlock-up state by correcting a target driving power so as to conform with a transmission efficiency of the automatic transmission.

Control system for internal combustion engine equipped with automatic transmission

A cylinder identifying system for an internal combustion engine capable of establishing a complicated cam signal pulse pattern without need for setting specific periods for cylinder identification while enhancing control performance by reducing a crank rotation angle required for cylinder identification. A cylinder identifying means ( ) for identifying discriminatively individual cylinders on the basis of a crank angle pulse signal (SGT) and a cam pulse signal (SGC) includes a pulse signal number storage means ( ) for counting for storage signal numbers of specific pulses generated over a plurality of subperiods which are defined by dividing an ignition control period for each of the individual cylinders into plural subperiods, and an information series storage means ( ) for storing information series each composed of a combination of the signal numbers generated during plural subperiods, respectively. The individual cylinders are identified on the basis of the information series.

Exhaust gas purifier for internal combustion engine

To provide a fuel property judgement device for an internal combustion engine, in which, without increasing costs, fuel property is judged earlier and an optimum control suitable for the fuel property is carried out earlier whereby the predicted degradation of the controllability at the time of starting operation, caused by the difference in fuel property, immediately after the start and during a transient period may be prevented, there are provided a unit for detecting an initial combustion at the time of starting operation of the internal combustion engine, a unit for counting a turn-on number of a crank angle signal until the initial combustion is detected, a unit for setting a standard number, a unit for comparing the turn-on number with the standard number, and a unit for determining the fuel property on the basis of a comparison result.

Fuel property judgement device for internal combustion engine

A valve timing control system for an internal combustion engine, comprising a required advance amount calculating section for calculating a required advance amount on the basis of operating condition of the engine, a valve timing control section for calculating a valve timing control variable on the basis of an obtained advance amount and the required advance amount calculated by the required advance amount calculating section, and a time period measuring section for measuring an elapsed time after the start of the engine. The required advance amount calculating section makes a calculation so that the required advance amount assumes a value smaller than that in an normal state until the time period measuring section measures a predetermined period of time. Hence, exhaust gas clarification immediately after the engine start, fuel consumption and drivability can be improved.

In order to improve estimation accuracy of estimating the value of the NOx exhaust concentration, the air fuel ratio control apparatus is adapted to estimate the NOx exhaust concentration from at least either one of a value depending on the air fuel ratio or a value depending on the exhaust gas recirculation quantity and a value depending to the ignition timing by means of the ECU

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Tokyo, Japan

Hirofumi Ohuchi