Nippon Soken, Inc.

Denso Corporation

Toyota Jidosha Kabushiki Kaisha

Nippondenso Co., Ltd.

Toyota Jidosha Kogyo Kabushiki Kaisha

Kiyonori Sekiguchi

Toshihiko Igashira

Masumi Kinugawa

Hisasi Kawai

Takeshi Tanaka

Tsukasa Kuboshima

Yasuyuki Sakakibara

Shigeto Yahata

Makoto Saito

Seiko Abe

Michio Kawagoe

Akihiro Izawa

Mitsumasa Yamada

Masaaki Tanaka

Shinya Hirota

Jun Yamada

Yuzo Imoto

Kenji Kanehara

Masakazu Ninomiya

Hiromichi Yanagihara

Tatsuya Fujita

Takaharu Idogaki

Yasuo Sagisaka

Shinichiro Okugawa

Hideo Wakata

Masakazu Yamada

Nobuyuki Murate

Masahiro Takigawa

Nobuo Imatake

Osamu Kito

Yoshimi Natsume

Masahito Shibata

Shigeki Daidou

Yoshiyuki Ito

A diesel particulate filter (DPF) having an oxidation catalyst is disposed between exhaust pipes of an internal combustion engine. An exhaust gas temperature sensor senses outlet gas temperature of the DPF. An engine control unit (ECU) calculates estimated central temperature of the DPF from an output of the exhaust gas temperature sensor with the use of an inverse transfer function of a change in the outlet gas temperature with respect to a change in temperature of the DPF. Based on the estimated temperature, the ECU performs excessive temperature increase prevention control or regeneration control of the DPF. The transfer function is simply expressed with first-order lag and dead time. A time constant of the first-order lag and the dead time are set in accordance with an exhaust gas flow rate.

Exhaust gas cleaning system for internal combustion engine

A heat generation amount qr/r per unit flow amount of combustible substances supplied to a catalyst is estimated based on upstream and downstream temperature information and supplemental engine information. A deteriorated condition of the catalyst is detected based on a judgement whether or not the estimated heat generation amount is smaller than a predetermined judging value D.

Catalyst deterioration detecting apparatus

An electronic control unit (an ECU) detects an operating condition of an engine and quantity of particulate matters accumulated in a diesel particulate filter (a DPF) having an oxidation catalyst from a pressure difference across the DPF. The ECU operates temperature increasing means for regenerating the DPF based on the above detection results. During a low speed and light load operation, the ECU does not perform temperature increasing operation similar to an operation performed during a middle load operation. Instead, the ECU performs operation such as reduction of recirculated exhaust gas quantity in order to inhibit an increase in the quantity of the accumulated particulate matters. When the operating condition is changed afterward, the temperature increasing means is operated, so safe regeneration of the DPF is achieved.

Exhaust gas cleaning system of internal combustion engine

An exhaust gas recirculation (EGR) system of an internal combustion engine has an EGR cooler in an EGR passage connecting an exhaust manifold with an intake manifold. The EGR cooler cools EGR gas recirculated through the EGR passage. Cooling performance detecting means included in an electronic control unit (ECU) determines that cooling performance of the EGR cooler is degraded when intake pressure measured by an intake pressure sensor is lower than a normal intake pressure by at least a predetermined value. When the degradation of the cooling performance is detected, cooling performance regeneration controlling means included in the ECU increases the temperature inside the EGR cooler by heating the exhaust gas to eliminate soot or unburned hydrocarbon by oxidization. Thus, the cooling performance of the EGR cooler is regenerated.

Exhaust gas recirculation system having cooler

The permeability of a DPF mounted on a diesel engine is evaluated by calculating the apparent passage area (A) based upon a difference in the pressure between the upstream and the downstream sides of the DPF and upon other engine data, an alarm is given to a driver based on the results of evaluation, and the operation mode is changed over to regenerate the DPF . An abnormal increase in the passage area caused by breakage is accurately detected, and it does not happen that the PM is released into the open air for extended periods of time due to the breakage of the DPF . Further, without the need of dismantling the DPF , the DPF can be reliably burned and regenerated without being undesirably overheated in every operation mode of the engine

Device for purifying exhaust gas of engines

An engine control unit of an exhaust gas purification system of an internal combustion engine measures a pressure difference between an upstream and a downstream of a diesel particulate filter (DPF) after heating the DPF at least to a predetermined temperature and maintaining the DPF at the temperature for a while. The DPF is disposed in an exhaust pipe of the engine. A soluble organic fraction included in particulate matters in exhaust gas can be eliminated at the predetermined temperature. The ECU calculates a quantity of the particulate matters trapped by the DPF from the measured pressure difference. Thus, the quantity of the trapped particulate matters is calculated precisely, independently of a composition of the particulate matters or a state of the soluble organic fraction.

Exhaust gas purification system having particulate filter

The engine control system has an ECU that supplies relatively large amount of EGR gas and delays an injection timing in order to decrease temperature in a combustion chamber. When an engine is operated under a warming up operation or a low engine load, the ECU deactivates an EGR cooler to increase intake air temperature in order to stabilize engine operation. When the engine is operated under a high engine load, the ECU activates the EGR cooler, delays a closing timing of an intake valve, and increases a boost pressure of a forced induction system. As a result, both of a compression end temperature and a maximum combustion temperature are decreased so that emissions of NOx and particulates are reduced.

Control system for engine

An HC (hydrocarbon) supplementing device is mounted in an exhaust purification device of an internal combustion engine, wherein the amount of HC in the fuel to be added is automatically adjusted to a degree corresponding to the operating conditions of the engine. Accordingly, the supply of just enough HC becomes possible without the use of a complex mechanism for adjusting the supply of HC, and the exhaust gas can be sufficiently purified without wasting fuel.

Exhaust purification apparatus

A device for controlling fuel injection of an internal combustion engine which is capable of preventing the A/F ratio from becoming over-rich immediately after the engine is started to decrease the emission of hydrocarbons. An intake pipe is connected to a four-cylinder spark ignition-type gasoline engine, and an injector for injecting fuel is disposed in the intake pipe for each of the cylinders of the engine. An electronic control unit (ECU) controls fuel injection through the injector in an amount corresponding to the running condition of the engine. When the number of revolutions of the engine reaches a predetermined value (e.g., 500 to 1000 rpm), the ECU judges that complete combustion has occurred and then decreases the amount of fuel injected through the injector during a period in which the amount of fuel adhered to the wall surfaces is excessive.

Device for controlling fuel injection of an internal combustion engine

A fuel supply system for a hydrogen gas engine, having a metal hydride tank in which pellets or powders of a metal hydride absorbing and storing alloy are stored. A heat exchange device is arranged in the tank in contact with the metal hydride therein. The heat exchange device is connected to a heating medium source, such as an engine water jacket, for supplying the heating medium to the heat exchange device, for separating hydrogen gas from the metal hydride. A fuel supply conduit is provided for connecting the metal hydride tank with the engine. A hydrogen gas flow control valve and a hydrogen gas flow meter are arranged in series in the conduit. A controller is provided for controlling the hydrogen gas flow control valve so that a desired amount of the hydrogen gas, as detected by the hydrogen gas flow meter, is obtained. A sub tank may be provided for storing an excess amount of hydrogen gas from the main tank, which is introduced into the engine via a sonic valve. An indicator for measuring an amount of hydrogen gas remaining, from the volume of the metal hydride, is also provided.

Fuel supply system for an internal combustion engine

An electrostrictive actuator which can be used, e.g., in a distributor type fuel injection device of a diesel engine has an electrostrictive actuator for generating an electric charge upon reception of a load and an electric circuit unit connected to the electrostrictive actuator. The electric circuit unit has an electric charge changing means for changing the electric charge of the electrostrictive actuator in the state of generation of electric charge due to a load exerted on the electrostrictive actuator and thereby constricting the electrostrictive actuator, and an electrical charging means for charging the electrostrictive actuator in the state of constriction due to the operation of the electric charge changing means when the load exerted on the electrostrictive actuator is reduced and thereby extending the electrostrictive actuator.

Electrostrictive actuator device and fuel injection device using same

A method and apparatus for driving a capacitive-type load using a direct current power source, a charging circuit connected in series to the load, a discharging circuit connected in parallel to the load, and an electric circuit for controlling the charging and discharging circuits, and wherein at least one of the charging and discharging circuits has a primary coil, and a secondary coil coupled to the primary coil restores energy, generated when the charging or discharging is turned OFF, to the power source. This provides a highly efficient driving by a restoration of energy.

Method and apparatus for driving capacitive-type load

A fuel injection control apparatus includes a booster apparatus, in which a cylinder chamber is divided into first and second fluid chambers by a piston. The operative area of the piston facing the first fluid chamber is sufficiently greater than that facing the second fluid chamber. Pressurized fuel is supplied to the first fluid chamber through a first check valve. The fluid is delivered from a second fluid chamber to a fuel injection valve via a second check valve. A fluid passage is formed between the first and second fluid chambers. A third check valve is set in the fluid passage, whereby the fuel is allowed to flow only from the first fluid chamber toward the second fluid chamber. The booster piston is located by means of a first piezoelectric device which includes a plurality of piezoelectric elements stacked in layers. When high voltage is applied to the first piezoelectric device to extend it, the piston is moved toward the first fluid chamber. High-voltage power from a second piezoelectric device, which faces the inside of an engine cylinder, is supplied to the first piezoelectric device via a backflow-preventing element. The first piezoelectric device is controlled for discharge in response to the injecting timing.

Apparatus for feeding high-pressure fuel into engine cylinder for

A fuel injection system comprising a fuel injection pump, at least one fuel injection nozzle connected thereto, and a control device for varying the rate of injection of the system according to varying engine parameters. The control device has a variable volume chamber, the volume of which is varied by a piston located by a piezoelectric actuator. The variable volume chamber and a pumping chamber of the pump is intermittently connected by a passage which is specifically designed in such a manner that the fluid communication between the chambers, during the delivery stroke of a pump plunger, is provided only for an initial stage of the delivery stroke. A rate of injection is controlled in the initial stage to perform a pilot injection. In the subsequent stage, in which there is no need for rate-of-injection control, the variable volume chamber is isolated from the pumping chamber in order to relieve the piezoelectric actuator from an excessively high fuel pressure that would cause degradation of the piezoelectric elements.

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Aichi, Japan

Kiyonori Sekiguchi