Isuzu Motors Limited

Kenji Hagio

Tatsuo Mashiko

Takashi Haseyama

Yoshinobu Watanabe

Takao Onodera

Takuro Iwashita

Futoshi Nakano

Naofumi Ochi

Takashi Ikeda

Shinji Gotou

Shigeru Ikeda

Katsushi Osada

Nobutaka Ishii

Tsugio Chinone

Tetsuo Tabata

Naohito Metoki

Takayuki Tazawa

Takashi Yamashita

Tsutomu Muramoto

Satoshi Kanekiyo

There is provided an exhaust purification apparatus for an internal combustion engine in which a catalyst capable of adsorbing and oxidizing hydrocarbon is provided in an exhaust pipe, the exhaust purification apparatus including temperature detection means for detecting a temperature of the catalyst, estimation means for accumulating a time during which the temperature of the catalyst detected by the temperature detection means is equal to or less than a predetermined temperature, and estimating an amount of hydrocarbon adsorbed on the catalyst from the accumulated time, and control means for controlling fuel ejection of the internal combustion engine in a first ejection mode in which the temperature of the catalyst is increased to a temperature where hydrocarbons adsorbed on the catalyst are oxidized, in a case in which the amount of hydrocarbons estimated by the estimation means exceeds a predetermined upper limit.

Exhaust purification apparatus for internal combustion engine

In forced regeneration control of an exhaust gas purification device, data for control such as the number of meshes of a data map and the number of data maps for forced regeneration control is reduced and occurrence of torque shock is avoided by smoothly changing a fuel pressure. In the forced regeneration control of the exhaust gas purification device, when an operation state of an internal combustion engine is in a high-load operation state, normal injection control by stopping multi injection is carried out and according to a rotation speed and a load of the internal combustion engine, a region for control is divided into a multi-injection control region, a transition region, and a normal injection control region, and in the transition region, data for fuel pressure control obtained by interpolation of data for fuel pressure control on the multi-injection control region side and data for fuel pressure control on the normal injection control region side is used.

Control method of exhaust gas purification system and exhaust gas purification system

In in-cylinder fuel multi-injection conducted during forced regeneration of a diesel particulate filter ('DPF'), control maps for multi-injection are constructed so as to be different for a first gas temperature raising control, which raises a catalyst temperature index temperature to a first judgment temperature only by multi-injection, and for a subsequent second exhaust gas temperature raising control, wherein post-injection is conducted in addition to multi-injection to raise a filter temperature index temperature to a second judgment temperature. In so doing, exhaust gas flowing into the DPF can be rapidly raised in temperature when performing forced regeneration of the DPF, thereby shortening the forced regeneration time and improving fuel consumption for forced regeneration.

Method of controlling exhaust gas purification system and exhaust gas purification system

At regeneration control while a vehicle mounting an internal combustion engine () is parked, both an exhaust throttle valve () and an exhaust brake valve () are used and if a catalyst temperature index temperature (Tg) is lower than a predetermined first determining temperature (Tc), first exhaust gas temperature rise control is conducted that the exhaust brake valve () is set to a fully closed side and multiple injection is carried out in in-cylinder fuel injection control, while if a catalyst temperature index temperature (Tg) is equal to the predetermined first determining temperature (Tc) or above, second exhaust gas temperature rise control is conducted that the exhaust brake valve () is set to an open side, the exhaust throttle valve () is set to the fully closed side, and post injection is carried out in the in-cylinder fuel injection control. By this arrangement, while temperature rise efficiency of an exhaust gas flowing into a DPF () is enhanced, forced regeneration is carried out efficiently in a short time with avoiding overheat or abnormal combustion at the regeneration control of the DPF () while the vehicle is parked.

In regeneration control, when the catalyst temperature index temperature (Tg) using the temperature of the oxidation catalyst () as an index is below a predetermined first determination temperature (Tc), the engine speed of idling is brought to a predetermined first target engine speed (Nei) which is higher than the engine speed of idling (Nei) in the ordinary operation, and, further, multi-injection is carried out. On the other hand, when the catalyst temperature index temperature (Tg) is the predetermined first determination temperature (Tc) or above, the engine speed of idling is brought to a predetermined second target engine speed (Nei), which is lower than the predetermined first target engine speed (Nei) and is higher than the engine speed of idling (Nei) in ordinary operation, and, further, post injection is carried out, followed by raising of the temperature of an exhaust gas flown into a DPF apparatus () to a predetermined second determination temperature (Tc). According to the above constitution, in the regeneration control of the DPF apparatus () in an internal combustion engine (), the regeneration can be forcibly carried out with high efficiency while enhancing the temperature rise efficiency of the exhaust gas, and, at the same time, excessive rise in the exhaust temperature, a deterioration in fuel consumption, and the occurrence of noise are suppressed.

Method for controlling exhaust gas purification system and exhaust gas purification system

A fuel injection control device that prevents a misfire is provided. The fuel injection control device comprises: target injection amount determination meansfor determining a target injection amount of each fuel injection, so that the amount of fuel to be supplied to a cylinder in one combustion cycle is supplied in a plurality of fuel injections; and fuel injection correction amount determination meansfor determining a fuel correction amount of one combustion cycle, wherein the fuel injection correction amount determination meansdistributes the correction amount among each fuel injection in accordance with the ratio of a target injection amount of each fuel injection in the cylinder.

Fuel injection control device

A device for preventing the turbo-charger from over-running, wherein an actuator is arranged in a by-pass bypassing a turbine of the turbo-charger and operates a waste gate valve. The actuator has a positive pressure chamber communicated, via a boost pipe, with an intake air passage downstream of a compressor and a negative pressure chamber communicated with a source of negative pressure via a negative pressure pipe. The negative pressure chamber is so constituted as to be supplied with a negative pressure to have a target pressure that is set relative to the atmospheric pressure.

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Fujisawa, Japan

Kenji Hagio