Mitsubishi Heavy Industries Limited

Mitsubishi Heavy Industries Engine & Turbocharger, Ltd.

Ko Takayanagi

Ryo Sase

Keisuke Okuda

Yosuke Kitamura

Kazunari Ide

Yukio Yamashita

Atsushi Matsuo

Tomotsugu Masuda

Rikikazu Hayashi

Takayuki Yamamoto

Hiroyuki Endo

Byeongil An

Hiroyoshi Kubo

Tomohide Yamada

Yuta Furukawa

Kazuki Nishizawa

Yasumichi Aoki

Yoshikatsu Ikawa

Masataka Shiraishi

Michio Onozuka

Daisuke Komori

Sakiya Watanabe

Naoki Hashimoto

Yuki Koyama

Takayoshi Kuramoto

An engine control device includes: an injection command unit for outputting a fuel injection amount command value; a first calculation unit for outputting a fuel injection amount obtained by FB calculation based on an engine speed deviation to the injection command unit as a basic fuel injection amount; and a second calculation unit for outputting a fuel injection amount obtained by FF calculation based on an engine load at present of an engine to the injection command unit as a FF fuel injection amount. The fuel injection amount command value switches from a fuel injection amount calculated based on the basic fuel injection amount by the injection command unit to a fuel injection amount calculated based on a value obtained by adding the FF fuel injection amount to the basic fuel injection amount, if it is determined that a load application state has occurred in which the engine load before a prescribed time, which is not greater than a prescribed value, increases by not less than a variation threshold.

Engine control device, engine control system, and engine control program

Provided is an engine control device for controlling an opening degree of a valve adjusting a flow rate of an air-fuel mixture of an engine, wherein the opening degree is corrected based on an exhaust temperature deviation which is a deviation between a reference value and a current value of an exhaust temperature when controlling the opening degree.

Engine control device, engine control method, and program

An internal combustion engine includes an internal combustion engine main body including a plurality of cylinders, a knock sensor provided on each of the plurality of cylinders, a control board including an amplification circuit, and a plurality of cables differing in length and each connecting the knock sensor and the control board. The amplification circuit includes, for each of the plurality of cables, a first charge amplifier connected to a first output terminal of the knock sensor via one of the plurality of cables, a second charge amplifier connected to a second output terminal of the knock sensor via one of the plurality of cables, and a differential amplifier configured to take an output of the first charge amplifier and an output of the second charge amplifier as input.

Internal combustion engine and power generation system

A control device () for a supercharging system for supplying compressed intake air to an engine () includes: an engine controller (A) including an engine signal input part (A) and an engine control part (A) configured to control an operational state of the engine and to compute a target boost pressure of a supercharger (); and a turbo controller (B) including a turbo signal input part (B) and a turbo control part (B) configured to compute a margin of the supercharger. The control device is configured to compute a target boost-pressure corrected value by correcting the target boost pressure in accordance with a magnitude of the margin computed by the turbo control part, and to control a boost-pressure control unit () so that the boost pressure of the supercharger reaches the target boost-pressure corrected value.

Control device for supercharging system

A control device () for a supercharging system for supplying compressed intake air to an engine () includes: an engine controller (A) including an engine-signal input part (A) and an engine control part (B) configured to control an operational state of the engine; and a turbo controller (B) including a turbo-signal input part (B) and a turbo-control part (B) including a turbo-control-command-value computing part (B) configured to compute a turbo control command value corresponding to a target boost pressure of the supercharger (). The boost-pressure control unit is controlled so that a boost pressure of the supercharger reaches the target boost pressure through output of the turbo control command value computed by the turbo-control-command-value computing part to the boost-pressure control unit.

Provided are a knocking determination device and a knocking control device for an internal combustion engine, with which a large amount of knocking can be detected quickly and with which knocking is easily determined. A knocking time window and a bandpass filter (BPF) are used (B-B) to extract a knocking frequency waveform signal from a knock sensor signal (Sg), and integration is performed to obtain a first calculated value (B). A reference time window and a BPF are used (B-B) to extract a reference frequency waveform signal from the knock sensor signal (Sg), and integration is performed to obtain a second calculated value (B). The average value of multiple instances of the second calculated value is obtained (B), and the first calculated value is divided by the average value to obtain a signal-to-noise (S/N) ratio (B). A multiplied value is obtained (B) by multiplying the S/N ratio by a weighting coefficient, a moving average value for several of the multiplied values is obtained (), and the moving average is used as a knocking indicator to determine knocking and to perform a control (B-).

Knocking determination device and knocking control device for internal combustion engine

An object is to enable low fuel-consumption operation of an engine by controlling a back pressure and a power generation amount taking account of a trade-off relationship between deterioration of fuel efficiency due to an increase in pumping loss due to a back-pressure rise of the engine and improvement of fuel efficiency due to recovery of exhaust energy by a turbo compound.

Control system for turbo-compound system

In embodiments, an exhaust gas purification apparatus and method for an internal combustion engine initializes a SCR catalyst by heating the SCR catalyst under predetermined conditions without accompanying troublesome procedures and complicated calculations. With the exhaust gas purification apparatus for an internal combustion engine, arranged on an exhaust-gas passage of the internal combustion engine and including the SCR catalyst for purifying NOx in exhaust gas in the internal combustion engine, the method calculates and accumulates estimated values of NHadsorption adsorbed on the SCR catalyst, on the basis of the amount of NHinjection from urea-aqueous solution injected into the exhaust-gas passage from the upstream side of the SCR catalyst and the amount of NHinjection for purifying NOx at the upstream side of the SCR catalyst, and initializing the SCR catalyst by heating the SCR catalyst to initialize the estimated value of NHadsorption.

Exhaust gas purification apparatus and method for internal combustion engine

An exhaust gas purification system of engine configured to classify a PM accumulation state of DPF into multiple evaluation stages based on a plurality of evaluation indices, and to repeatedly perform determination of the current evaluation stage by the current stage determination part and determination of whether to move up the current evaluation stage to the evaluation stage of the next rank by the evaluation stage determination part, wherein upon a defect of a sensor among different types of sensors being detected by the defect detection part, the current evaluation stage is newly redetermined by the current stage redetermination part as substituted for the current evaluation stage determined by the current stage determination part.

Exhaust gas purification system for engine

The present invention relates to a control unit of an internal combustion engine capable of performing a coordinate control of an exhaust gas recirculation (hereinafter abbreviated as 'EGR') gas supply amount by an EGR apparatus and a supercharging amount by a supercharger provided with a variable flow mechanism. The control unit comprises: a state quantity estimation section for calculating an in-cylinder oxygen excess ratio based on an operating state of the internal combustion engine; and a switching part for switching the respective opening degree commands for the EGR valve and the variable flow mechanism of the supercharger so that the opening degree of the EGR valve and the opening degree of the variable flow mechanism become smaller than in a normal state when the internal combustion engine is determined to be in the transient state based on the calculated in-cylinder oxygen excess ratio.

Control unit of internal combustion engine

A control device of a control valve used for an intake air-gas system of an engine. The device includes, but is not limited to: the control valve which is an intake air throttle valve provided in the intake air-gas system provided in the intake air-gas system of the engine to control the flow rate of intake air to the engine, or an EGR valve provided in the intake air-gas system of the engine to control the flow rate of EGR gas to the engine; and a control unit which determines a target opening of the control valve in response to the operation conditions of the engine, and controls the opening of the control valve so that the opening conforms with the target opening.

Control device and control method used for engine intake air-or-gas system

An object is to provide a diesel engine control apparatus configured to evaluate the activation state of a SCR catalyst at high accuracy by means other than the temperature of the catalyst and to control engine control parameters so as to reduce the amount of NOx emission when the SCR catalyst is in a non-active state. The diesel engine control apparatus includes a diesel engine, an engine control unit, and an SCR catalyst. The engine control unit includes a parameter setting part configured to set engine control parameters; an operation control part configured to control an operation state of the diesel engine on the basis of the at least one engine control parameter; and a purification state determination part configured to determine a NOx purification state of the SCR catalyst. The parameter setting part is configured to set the engine control parameters so as to reduce the amount of NOx emission in the exhaust gas discharged from the diesel engine when the NOx purification state of the SCR catalyst determined by the purification state determination part is below a predetermined NOx purification state.

Diesel engine control apparatus

A PM accumulation amount estimation unitis provided with an exhaust amount computation unitfor computing PM exhaust amount which is discharged in an exhaust gas passage, and a passive regeneration amount computation unitfor computing a PM regeneration amount in a DPF, and is configured to estimate the PM accumulation amount in the DPFfrom the difference between the PM exhaust amount computed by the exhaust amount computation unitand the PM regeneration amount computed by the passive regeneration amount computation unit. The PM accumulation amount estimation unitis further configured such that, when an abnormality is found in an airflow meter, the PM regeneration amount from NOis computed, and the PM accumulation amount in the DPF is estimated, without using the airflow amount measured by the airflow meter

PM accumulation amount estimation device for DPF

An exhaust gas emission control system for a diesel engine, having an oxidation catalyst (DOC) () and a diesel particulate filter (DPF) () in an exhaust passage, wherein a late post-injection control unit (), which injects fuel into a combustion chamber at a timing not contributing to combustion in DPF regeneration control, feedback controls a late post-injection amount such that a regeneration amount of soot regenerated by the DPF () becomes a target soot regeneration amount per unit time.

Exhaust gas emission control system for diesel engine

An exhaust gas purification apparatus is provided with: a first soot-accumulation calculation unitwhich calculates a first soot accumulation amount from an operation state of the engine; a second soot-accumulation calculation unitwhich calculates a second soot accumulation amount from a total operation time of the engine, a total fuel consumption rate, a pressure difference between front and back of the particulate filter, and the like; a first soot-accumulation correction unitwhich corrects the first soot accumulation amount calculated by the first soot-accumulation calculation unitto a value greater than the first soot-accumulation amount when the active regeneration starts based on the second soot accumulation amount calculated by the second soot-accumulation calculation unit; and a regeneration ending unitwhich ends the active regeneration when, in such a case that the active regeneration starts based on the corrected soot accumulation amount, the first soot accumulation amount becomes less than a threshold value of ending the regeneration.

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Tokyo, Japan

Ko Takayanagi