Yanmar Co., Ltd.

Matsushita Electric Industrial Co., Ltd.

Hitoshi Adachi

Hideo Shiomi

Tomohiro Otani

Fumiya Kotou

Takashi Miyamoto

Isao Takagawa

Hiroshi Ando

Nobuo Taketani

Shusuke Okada

Hiroyasu Shimaoka

Tsuneo Matsukura

Takeshi Takahashi

Kazuhiro Yamada

Go Asai

Tomohiro Fukuda

Gou Asai

Hiroki Kinugawa

Yoichi Kanegami

An object is to provide an electronically controlled diesel engine capable of inhibiting the drastic increase of the fuel injection quantity from the fuel injection quantity before acceleration without the measurement of the relation between the number of revolutions of an engine, boost pressure, and the upper smoke limit of the fuel injection quantity. An electronically controlled diesel engine includes an judge part of an acceleration () that judges whether a control of acceleration is finished or not based on a difference between a target number of revolutions of the engine (Nset) and an actual number of revolutions of the engine (Ne). The electronically controlled diesel engine includes that the calculate part of a third upper limit of a fuel injection quantity () that is included in the calculate part of the upper limit of the fuel injection quantity () that sets an initial upper limit of a fuel injection quantity (Q) to a bigger injection quantity either of an injection quantity at the time of the judgment and a limit of a injection quantity based on the actual number of revolutions of the engine (Ne) at the time of the judgment when the judge part of an acceleration () determines that the condition of acceleration in the low speed area are satisfied and recover the limit value to the normal limit value until the judgment means of cancel of acceleration in the low speed area determines that the condition of cancel of acceleration in the low speed area are satisfied.

Electronically controlled diesel engine

Provided is an engine rpm control device which gradually reduces the output speed of an engine drive object when reducing the engine rpm. The engine rpm control device () includes a target engine rpm correction means used upon detection of an engine failure. The target engine rpm correction means has a storage device () containing a map of the correlation characteristic between the engine rpm and the output speed of object to be driven by an engine (). The target engine rpm correction means corrects the target engine rpm so that an instructed engine rpm (Nset) or a derating target engine rpm (Nset') is shifted to a predetermined failure-preventing engine rpm (N) while maintaining the reduction ratio of the output speed of the drive object at a predetermined ratio.

Engine RPM control device

The purpose of the present invention is to provide an engine having a revision means which regulates rotation speed of each of cylinders while reflecting specific unevenness of rotation of each of the cylinders. With regard to an enginehaving a plurality of cylinders wherein opening timing of each of injectorscan be controlled respectively, comprising an individual standard rotation speed output unitwhich outputs individual standard rotation speed Nstdi of each of the cylinders following fuel injection of the corresponding injectorwhen all the injectorsare in normal state, an engine rotation speed sensorwhich detects individual actual rotation speed Ni of each of the cylinders following the fuel injection of the corresponding injector, and a revision amount calculation unitwhich calculates revision amount of fuel injection amount to each of the cylinders from the corresponding injectorbased on difference between the individual standard rotation speed Nstdi stored in the individual standard rotation speed output unitand the individual actual rotation speed Ni calculated by the engine rotation speed sensor

Engine

In an engine which may show a behavior where an engine speed is not always minimized after compression top dead center of a cylinder in which poor fuel injection occurred, the cylinder in which poor fuel injection occurred is detected. A common rail diesel engine () includes a individual reference number-of-revolutions output unit () for outputting the individual reference number of revolutions Nstdi of each cylinder corresponding to each injector () incident to fuel injection thereof, an engine speed sensor () for calculating the individual actual number of revolutions Ni of each cylinder corresponding to each injector () incident to fuel injection thereof, and fuel injection failure detection means for judging a cylinder temporarily judged as poor fuel injection as a cylinder of poor fuel injection when the plus and minus by a contrast arithmetic operation unit () coincide entirely in each cylinder and the absolute value |&#x394;Ni'| of the difference in number of revolutions at the time of forced stop means is entirely above the absolute value |&#x394;Ni| of the difference in the number of revolutions at the time of temporary judgment means.

A method for controlling an internal combustion engine, in which a traveling with reduced cylinders is controlled according to the idle-speed after the engine starting, so as to restrain the discharge of white smokes at the time lag for temperature equilibration soon after a cold starting. The method comprises a coolant water temperature detecting meansfor detecting the coolant water temperature in the internal combustion engine, a rotation speed detecting meansfor detecting the rotation speed of the internal combustion engineand a control means for controlling the operation of the internal combustion enginein accordance with the coolant water temperature and the rotation speed. When the internal combustion engine is evaluated that it is at the cold starting and the rotation speed reaches the predetermined rotation speed after the engine starting, a traveling with reduces cylinders is performed, which reduces the number of cylinders injecting fuels for a certain period of time.

Method of controlling internal combustion engine

A propulsion apparatus for synchronizing the revolution speeds of a plurality of engines, each engine having a screw propeller shaft. A single regulator lever synchronously adjusts a revolution speed of the propeller shafts of the engines. When an output rpm of one of the engines has dropped, a control means lowers the revolution speed of the propeller shafts of the remaining engines to a revolution speed which is synchronized to the revolution speed of the propeller shaft of the engine whose rpm has dropped. Synchronization of revolution speeds of the remaining engines with the engine having reduced output rpm is terminated if the output rpm of that engine falls below a predetermined threshold.

Multi-cylinder engine fuel control method, engine fuel injection amount control method and engine operation state discrimination method using the same, propulsion apparatus for multiple engines, and fuel injection control method during crash astern in marine engine with reduction and reversal device

A high-pressure pump () for providing a pressurized supply of fuel in an engine furnished with a common rail type fuel injection apparatus is provided with two actuators (). Of these actuators (), one () is stopped and the operation for providing a pressurized supply of fuel is performed from only the other actuator (), so that the timing at which the load torque that acts on the crankshaft of the engine becomes a local maximum and the timing at which the load torque that acts on the driveshaft of the high-pressure pump () becomes a local minimum are made to coincide with one another.

Accumulator-type fuel injection apparatus and internal combustion engine provided with that accumulator-type fuel injection apparatus

Rotation recognition means for recognizing a revolution of a crankshaft based on the cylinders before the combustion cycle of a cylinder in question is provided. When the supply of fuel by injection from an injector to a certain cylinder of the six cylinders has become impossible, then control is performed to change the number of cylinders targeted by the rotation recognition means so as to recognize the revolution of the crankshaft for all six cylinders whose combustion cycles are consecutive prior to the combustion cycle of the cylinder in question, and to stop the supply of fuel from the injectors for supplying fuel to cylinders whose combustion cycles are equally spaced from the cylinder to which the supply of fuel is not possible, so that the spacing between the combustion cycles in the cylinders whose combustion cycles come before and after and sandwich the cylinder to which the supply of fuel is not possible becomes uniform.

A fuel control method which recognizes a revolution of a crankshaft based on the cylinders before the combustion cycle of a cylinder in question. When the supply of fuel by injection from an injector to a certain cylinder of the six cylinders has become impossible, then control is performed to change the number of cylinders targeted by the rotation recognition means so as to recognize the revolution of the crankshaft for all six cylinders whose combustion cycles are consecutive prior to the combustion cycle of the cylinder in question, and to stop the supply of fuel from the injectors for supplying fuel to cylinders whose combustion cycles are equally spaced from the cylinder to which the supply of fuel is not possible, so that the spacing between the combustion cycles in the cylinders whose combustion cycles come before and after and sandwich the cylinder to which the supply of fuel is not possible becomes uniform.

In one embodiment, the high-pressure pump () for providing a pressurized supply of fuel in an engine furnished with a common rail type fuel injection apparatus is provided with two actuators (). Of these actuators (), one () is stopped and the operation for providing a pressurized supply of fuel is performed from only the other actuator (), so that the timing at which the load torque that acts on the crankshaft of the engine becomes a local maximum and the timing at which the load torque that acts on the driveshaft of the high-pressure pump () becomes a local minimum are made to coincide with one another.

A fuel injection start timing is determined based on the engine revolution or the engine load, and a common rail pressure is detected simultaneous to this fuel injection start timing. The fuel injection duration is then calculated based on the detected value of the common rail pressure. By doing this, it is possible to obtain a fuel injection duration that is suited for the common rail pressure at the actual fuel injection start time, resulting in an appropriate injection amount.

Pressure accumulation-type fuel injection device and internal combustion engine provided with this pressure accumulation-type fuel injection device

An engine revolution in an expansion stroke of a cylinder is calculated, and stored, from a time that is required for a crank shaft to rotate by a predetermined angle from a compression upper dead center of that cylinder, and to determine the fuel injection amount, in averaging these stored revolutions from the cylinder immediately prior to a cylinder before the cylinder that is immediately prior to obtain a revolution that serves as the engine revolution, how many past cylinders are retroactively averaged is switched according to the engine operation state.

Revolution control apparatus for an internal combustion engine, and internal combustion engine provided with that revolution control apparatus

In collecting fuel pressure data in a common railduring engine operation, the common rail fuel pressure is detected each time a crank shaft rotates 6&#xb0;, and the common rail fuel pressure is stored in storage meansby associating the common rail fuel pressure with a cylinder number and a crank angle for tabulation, thus providing improved detection data accuracy.

Fuel pressure detector for common rail type fuel injection apparatus, and common rail type fuel injection apparatus equipped with the fuel pressure detector

The present invention includes first signal set determining meansfor determining a signal set to be a first signal set when determination by first determining meansof a crank angle detecting signal determining means for every one rotation and determination by second determining meansof a cam angle detecting signal for every one rotation are performed within a predetermined angle; second signal set determining meansfor determining a signal set to be a second signal set when determination of a crank angle detecting signal for every one rotation and determination by the second determining means of a cam angle detecting signal corresponding to a cylinder are performed within a predetermined angle, and count reference determining meansfor determining a cylinder number corresponding to the first or the second signal when signal sets are determined to be the first, the second and the first signal set or the second, the first, and the second signal set sequentially in this order, and also determining a generation point of the present crank angle detecting signal to be a count reference of the crank angle.

Device for identifying crank angle of engine

A primary color video output circuit for limiting an input video signal. The circuit includes a clipping circuit, a reference voltage generating circuit and an amplifier. The clipping circuit limits the level of the input video signal based on a reference voltage generated by the reference voltage generating circuit. The amplifier is then used to amplify the clipped video signal.

Growing community of inventors

Osaka, Japan

Hitoshi Adachi