Mitsubishi Jidosha Kogyo Kabushiki Kaisha

Mitsubishi Jidosha Engineering Kabushiki Kaisha

Mitsubishi Jidosha Kogyo K.k.

Kazuhito Kawashima

Yasuki Tamura

Kojiro Okada

Osamu Nakayama

Tetsuya Watanabe

Keisuke Tashiro

Hiroyuki Kimura

Daisuke Sato

Hitoshi Toda

Kazuo Koga

Ryoji Kato

Mitsutaka Kojima

Michihiro Hata

Kei Shigahara

Kazuto Maehara

Hajime Ishii

Masashi Takahashi

Kazuyoshi Nakane

Masahiro Tsuda

Koji Ichikawa

Akihito Miyamoto

Takehisa Fujita

Yoshio Tagawa

Takaharu Hashimoto

Seiji Kikuchi

Mizuki Anai

Chikara Takei

Jian Wang

Kazuhide Iwasa

Takuya Okamoto

Hiroshi Anoda

Miutsutaka Kojima

In a power control device for a vehicle in which an electric motor for driving the vehicle to travel is supplied with power from a battery mounted on the vehicle and a fuel cell, a control unit sets a target charging rate (SOCt) of the battery in such a manner that the target charging rate decreases as a remaining fuel amount (Qf) of the fuel cell decreases after the power generation of the fuel cell is started during high-output/high-speed travelling and controls a power generation output (Pf) of the fuel cell based on a difference between the target charging rate (SOCt) and a current charging rate (SOC).

Power control device for vehicle

A power controlling apparatus includes a secondary battery () connected to an electrical device (), and a fuel cell () connected to the electrical device () and the secondary battery (). The fuel cell () has two non-generating modes including an idling mode and a halt mode, the fuel cell () suspending generation of power while being supplied with fuel in the idling mode, the fuel cell () stopping generation of power without fuel supply in the halt mode. The power controlling apparatus further includes a remainder estimator () to calculate the remaining number of starts representing the remaining number of available starts of the fuel cell (), and a controller () to control the fuel cell () to be one of the two non-generating modes during a non-charging mode of the secondary battery (), based on the remaining number of starts calculated by the remainder estimator ().

Power controlling apparatus

There is provided a multicylinder internal combustion engine. Branches of an exhaust manifold are connected to a common exhaust gas sensor via respective exhaust communication passages. The exhaust gas sensor detects the exhaust air-fuel ratio of each cylinder. The distance from exhaust ports of the engine to the exhaust gas sensor is set to be shorter than the distance from the exhaust ports to a catalyst disposed in an exhaust pipe.

Multicylinder internal combustion engine

An exhaust gas purification device for an internal combustion engine comprises, an exhaust passage including a catalyst for conveying exhaust gas discharged from the engine to the outside, and a bend formed by bending a portion of the exhaust passage directly upstream of the catalyst, the bend causing exhaust gas discharged from the engine to collide against a corner portion between an inlet end face of the catalyst and such portion of a wall of the exhaust passage that follows the outside of the bend, thereby increasing pressure at the corner portion, compared with the other portion of the inlet end face, and an additive injection valve fitted to the outside of the bend of the exhaust passage to inject an additive in such manner that the injected additive passes just above the corner portion and falls on the inlet end face of the catalytic converter.

Exhaust gas purification device for internal combustion engine

An exhaust purification system includes a catalyst disposed in an exhaust path of an internal combustion engine; a fuel pump that supplies fuel to a common rail; an exhaust-side fuel injection valve that is interposed in the exhaust path so as to be located upstream of the catalyst and injects into the exhaust path the fuel supplied from the fuel pump; and estimation section that estimates a clogging degree of an injection port of the exhaust-side fuel injection valve on the basis of fluctuations in pressure of the common rail and those in revolution speed of the internal combustion engine at the time of fuel injection by the exhaust-side fuel injection valve.

Exhaust purification system for internal combustion engine

The exhaust gas purification device of an internal combustion engine of the present invention comprises an exhaust passage for guiding an exhaust gas exhausted from an engine to outside, a catalyst provided in the exhaust passage, an injection path connected on an upstream side of the catalyst in the exhaust passage, an additive injection valve installed in the injection path for supplying an additive to the catalyst through the injection path, and an inflow portion provided in a merging portion where the exhaust passage and the injection path merge for having a part of the exhaust gas flowing in the exhaust passage flow into the injection path.

Exhaust gas purification device of internal combustion engine

The air/fuel ratio of exhaust flowing into a catalytic converter is forcibly modulated, between a lean air/fuel ratio leaner than a target average air/fuel ratio and a rich air/fuel ratio richer than the target average air/fuel ratio, with a specific period, a specific amplitude, a specific modulation ratio and a specific waveform. During the forcible modulation (S, S), the ratio of a time for which the output of an oxygen sensor is greater than a standard value Sb for the output set between the maximum and minimum values of the output ('rich' output time), or of a time for which it is smaller than the standard value Sb ('lean' output time), in a predetermined period of time, or a value correlating with this ratio is obtained (S), and the air/fuel ratio of the exhaust is controlled on the basis of this ratio or the value correlating with this ratio (S, S).

Exhaust emission control device of internal combustion engine

There is provided a failure diagnostic system which includes an intake channel and an exhaust channel in communication with cylinders of an internal combustion engine; the exhaust pressure increasing device that increases the exhaust system pressure of the exhaust channel; an intake system pressure detecting device provided in the intake channel, for detecting the intake system pressure; and an exhaust pressure increase failure diagnostic section that determines whether the exhaust pressure increasing device has failed or not according to intake system pressure information obtained by the intake system pressure detecting device and a predetermined failure diagnosis reference range.

Failure diagnostic system for exhaust pressure increasing device

When a NOx-releasing unit is operated to change an air-fuel ratio to a rich side to thereby establish a low-oxygen-concentration atmosphere of an exhaust gas such that NOx is released from a NOx catalyst, a reducer-supplying unit additionally supplies a reducer during an operating period of the NOx-releasing unit for reducing NOx released into an exhaust path such that release of NOx balances with reduction of NOx, thereby reducing NOx released from the NOx catalyst and thus suppressing worsening of an exhaust gas performance.

Exhaust gas purifier for use in internal combustion engine

An internal combustion engine is comprised of a gas injecting device injecting gas into the combustion chamber of the internal combustion engine, and a gas injection control device controlling the gas injecting device, wherein the gas injection control device provides control such that the gas is injected toward the combustion chamber for a period of time after flame extinguishing timing and before exhaust valve closing timing. Therefore, the internal combustion engine is capable of reliably combusting HC, CO, smoke, and so forth remained in a combustion chamber due to a quenching phenomenon or the like.

Internal combustion engine

At the start of operation of an internal-combustion engine (S ,S ,S ), an exhaust flow is restrained (to raise the exhaust pressure) (S ), secondary air is supplied (S ), and the combustion air-fuel ratio (A/F) is set within the range of rich air-fuel ratios (S , S ).

Exhaust emission control device of internal-combustion engine

When an internal combustion engine is in a cold state (S ), fuel is injected during compression stroke with burn air/fuel ratio controlled so as to produce a slight lean air/fuel mixture equivalent to or slightly leaner than a stoichiometric air/fuel mixture (compression S/L operation) (S ), and also exhaust gas flow is restrained (S ).

Exhaust purification device for intracylindrical injection-type spark-ignition internal combustion engine

When a NOx-releasing unit is operated to change an air-fuel ratio to a rich side to thereby establish a low-oxygen-concentration atmosphere of an exhaust gas such that NOx is released from a NOx catalyst, a reducer-supplying unit additionally supplies a reducer during an operating period of the NOx-releasing unit for reducing NOx released into an exhaust path such that release of NOx balances with reduction of NOx, thereby reducing NOx released from the NOx catalyst and thus suppressing worsening of exhaust gas performance.

When exhaust gases flowing into catalysts (e.g., a NOx catalyst and a three-way catalyst) continue to be in the fuel-rich atmosphere for a predetermined period of time or longer, an exhaust emission purifying device for an internal combustion engine leans an air-fuel mixture or supplies the secondary air to the exhaust gases in order to turn the exhaust gases flowing into catalysts into an oxygen-rich atmosphere. This enables the proper regeneration of the degraded catalysts, and thus improves an exhaust emission control performance.

Exhaust emission purifying device for internal combustion engine

An exhaust emission control device of an internal combustion engine, which purifies exhaust gas exhausted from the internal combustion engine, comprises: a catalyst device composed of a three way catalyst for purifying harmful substance in the exhaust gas when an exhaust air-fuel ratio is substantially stoichiometrical and an NOx catalyst having a function of absorbing NOx in the exhaust gas when the air-fuel ratio is closer to a lean air-fuel ratio than to the stoichiometrical air-fuel ratio, the catalyst device being provided in an exhaust passage of the internal combustion engine; catalyst deterioration determination means for determining deterioration state of the catalyst device, the deterioration resulting from at least temperature; and control means for deteriorating exhaust gas components flowing into the catalyst device much more than exhaust gas components flowing into the catalyst device when an air-fuel ratio of a mixture supplied to the internal combustion engine is substantially stoichiometrical, if the catalyst deterioration determination means determines that the catalyst device is in a predetermined deterioration state. The deterioration of an NOx absorbing function of the NOx catalyst results from at least the destabilization of absorbing material in the NOx catalyst, which is caused by the rise in the temperature. Thus, if the catalyst deterioration determination means determines that the catalyst device is in the predetermined deterioration state, the exhaust gas components flowing into the catalyst device are deteriorated much more than the exhaust gas components flowing into the catalyst device when the air-fuel ratio of the mixture supplied to the internal combustion engine is substantially stoichiometrical. Therefore, CO, H2, NOx, O2, THC and the like are supplied to the absorbing material to thereby stabilize the absorbing material as carbonate, nitrite or acid oxide. This prevents the heat deterioration. This extends a heat-resisting life of the catalyst device, and prevents the deterioration of an exhaust gas characteristic and the increase in cost.

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Tokyo, Japan

Kazuhito Kawashima