Denso Corporation

Ken Uchiyama

Masatoshi Kuroyanagi

Naoyuki Yamada

Shuichi Matsumoto

Kouichi Sugiyama

Hisaharu Takeuchi

Yukinori Miyata

Hiromasa Aoki

Hidetoshi Kobayashi

Toshimi Matsumura

Shinji Ueda

Koji Hata

Takeru Nagao

Masato Nakagawa

Matsumura Toshimi

A data analyzer for analyzing characterization data to form fuel injection control, including a data obtainer that obtains data from a detection signal of a sensor as a time-series data that changes over time. The data analyzer further includes a differentiator that differentiates the time-series data obtained by the data obtainer, a moving averager that calculates a moving average of the differentiated time-series data by the differentiator, an identifier that identifies a waveform of the time-series data based on the moving average calculated by the moving averager, and a data characterizer characterizes the time-series data based on the waveform of the time-series data identified by the identifier. As such, noise is removed as much as possible, and characteristics of time-series data become analyzable.

Data analyzer

In the start mode of a fuel supply apparatus, a subtraction value of an electric power is obtained in view of an SCV characteristic. Furthermore, a common correction value is employed as the subtraction value in order to increase an actual fuel discharge amount when the internal combustion engine is started, whereby a fuel pressure in an accumulator agrees with the target value even if an individual pump unit shows a lowest limit in the variations of the discharge amount. The common correction value is shared among the individual pump units. Even if a starting characteristic is not acquired for each of the individual supply pumps, the internal combustion engine can reliably be started.

Fuel supply apparatus

When a learning condition is satisfied, an operational state of an engine is adjusted in a retarded combustion operation to a misfire inducing state, at which misfire is prone to occur in a cylinder of the engine due to shortage of a pilot flame generative injection quantity. When the misfire is sensed, the pilot flame generative injection quantity of the misfired cylinder is progressively increased. Then, when the misfire is eliminated through this, a pilot flame generative correction quantity at the time of eliminating the misfire is stored. Thereafter, the pilot flame generative injection quantity is corrected based on the stored pilot flame generative correction quantity.

Diesel engine control system

A control unit for controlling fuel pressure in a common rail comprises a pressure sensor for detecting fuel pressure in the common rail, a decreased amount presuming means for calculating a presumed decreased amount (PC) of the common rail fuel pressure, and a first determination means for comparing the detected decreased amount (PC) of the common rail fuel pressure with the presumed decreased amount (PC), in order to determine whether any abnormal condition is in the outputs from the pressure sensor. Therefore, the malfunction of the pressure sensor or any abnormal conditions included in the outputs from the pressure sensor can be detected even during the engine operation.

Common rail fuel injection system

An engine control device for controlling an exhaust gas recirculation operation includes a variable-capacity turbo supercharger, an EGR valve, a supercharging pressure controller, an EGR controller, and an EGR correction amount calculator. The variable-capacity turbo supercharger varies a flow through an exhaust turbine to change a supercharging pressure. The EGR valve adjusts an exhaust reflow amount of gas flowing from an exhaust passage to an air intake passage. The supercharging pressure controller drives the supercharger to control the supercharging pressure. The EGR controller drives the EGR valve to control the exhaust gas recirculation operation. The EGR correction amount calculator calculates an EGR correction amount according to a change in the exhaust gas recirculation operation. The EGR controller performs a feedback control operation on the EGR valve in accordance with a deviation between an EGR control amount corrected by the EGR correction amount and a target EGR control amount.

Control device for diesel engine

In an electronic throttle controller, when an intake air amount detected by an air flow meter is smaller than a stall prevention judging-purpose each cylinder intake amount, a stall prevention adding amount 'large' is added to intake throttle opening degree deviation, a DC motor is driven while neglecting a feedback control operation, and an opening degree of the intake throttle is controlled to be further opened from an actual preceding control position. When an execution number of the engine stop avoiding control is larger than a predetermined number within a predetermined period, an abnormal condition of a throttle position sensor is detected, and thus, energizing operation of the DC motor is stopped. The abnormal condition malfunction of the throttle position sensor can be firmly detected while an engine stall is avoided.

Electronic throttle controller

A fuel injection system for an internal combustion engine includes a fuel supply pump, a fuel pressure detector, and a control unit. The fuel supply pump supplies pressurized fuel to a fuel injection valve in the internal combustion engine. The fuel pressure detector detects the pressure of the fuel supplied. The control unit controls the amount of the fuel supplied based on a deviation between an actual fuel pressure and a target fuel pressure. The control unit includes an integral term calculator and an integral term holder. The integral term calculator adds an integral compensation quantity and a last-time integral term to calculate a this-time integral term based on an integral compensation quantity that is updated according to the deviation. The integral term holder stops the updating of the integral compensation quantity and retains the last-time integral term when a defect in the fuel supply pump is detected.

Fuel injection system for an internal combustion engine

A crank sensor outputs a crank signal including an angle indicating part and a reference position indicating part. A cam sensor outputs a cam signal including an angle indicating part and a reference position indicating part. A microcomputer executes a cylinder determining processing using the crank signal alone, and also executes a cylinder determining processing using the cam signal alone. In addition, the microcomputer detects abnormality of the crank signal and the cam signal. The cylinder determining processing using the crank signal alone is prohibited when both the crank signal and the cam signal become abnormal while operating the engine. Then, the prohibition of the cylinder determining processing is withdrawn on the condition that the cam signal is recovered to normal.

Engine control apparatus

An excessive volume of fuel discharged by a high-pressure supply pump to a common rail due to an opened state abnormality of an inlet metering valve of the pump may result in an abnormal increase in common rail pressure. In the event of such an abnormal increase, a target idle revolution speed is newly set at an abnormal value greater than a normal value as a measure taken to increase an idle revolution speed. Thus, a pressure limiter, which has been once put in an opened valve state by an actual common rail pressure higher than a limit setting pressure, can be prevented from again entering a closed valve state. As a result, it is possible to eliminate idle performance instability caused by repetition of opened valve and closed valve states of the pressure limiter and, hence, assure reliability of the pressure limiter.

Fuel injection system

Pressurized fuel of a common rail is introduced into a control chamber of a fuel injector. An electromagnetic valve opens or closes a fuel discharge passage of the control chamber to adjust a hydraulic pressure of the control chamber. Through a switching leak passage, bubble-containing fuel directly returns from a valve opening of the electromagnetic valve to a low-pressure return passage without passing through an armature chamber. Through a stationary leak passage, the fuel leaking from every slide portion returns to the return passage via the armature chamber. A downstream portion of the stationary leak passage opens to the upper portion of the armature chamber. A damper element is provided downstream of the electromagnetic valve in the return passage for canceling an increased fuel pressure.

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Toyoake, Japan

Ken Uchiyama