Mitsubishi Jidosha Kogyo Kabushiki Kaisha

Other

Mitsubishi Jidosha Engineering Kabushiki Kaisha

Kojiro Okada

Yasuki Tamura

Kazuo Koga

Osamu Nakayama

Kazuhide Togai

Kazuhito Kawashima

Mitsutaka Kojima

Hiroyuki Kimura

Shinichi Murata

Kazuhiro Ichimoto

Tateo Kume

Hirofumi Higashi

Keisuke Kawamura

Tetsuo Kataoka

Shogo Omori

Michihiro Hata

Kiyoshi Kawamura

Kei Shigahara

Akihito Miyamoto

Yasuhiko Iwamoto

Hajime Ishii

Kazuto Maehara

Masaji Ishida

Yuji Sato

Katsunori Ueda

Yoshiaki Danno

Masaaki Kaneko

Kinichi Iwachido

Osamu Hirako

Hiroshi Tanada

Keisuke Tashiro

Takashi Dogahara

Tomohiro Ohashi

Daisuke Sanbayashi

Yoshiaki Kodama

Naoto Yamada

Shogo Ohmori

Kouichi Tomida

Norihiro Hukuda

Ishido Masanori

Kazuma Sanada

Miutsutaka Kojima

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

Control is performed such that when an HC adsorption catalytic converter having an oxygen storage capacity is in a specified temperature range, fuel supply quantity is increased with a first increase ratio relative to basic fuel quantity based on the operating state of an internal combustion engine, in a first specified period after the end of fuel cut, and increased with a second increase ratio smaller than the first increase ratio, in a second specified period succeeding the first specified period.

Emmision control device 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

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

A catalyst deterioration detecting apparatus aims at accurately determining whether or not a catalyst deteriorates even if a strict standard for catalyst deterioration is established. The catalyst deterioration detecting apparatus includes catalyst temperature sensing means for obtaining temperature of a catalyst, including ceria (CeO) serving as an oxygen storage agent, and deterioration detecting means for detecting a degree of deterioration of the catalyst if the temperature is obtained by the catalyst temperature sensing means is equal to or higher than an activation temperature at which the catalyst is activated and is in a particular temperature range causing NOconversion efficiency of the catalyst to decrease.

Catalyst deterioration detecting apparatus

A catalyst deterioration suppressing apparatus and method stops supply of fuel when an engine is decelerating, and prohibits the supply of fuel from being stopped when the catalyst temperature is equal to or higher than a predetermined temperature when the engine is decelerating. When the supply of fuel is prohibted from being stopped, the air-fuel ratio is prohibited from being feedback-controlled. As a result, it is possible to control the air-fuel ratio in a stable manner while suppressing deterioration of a catalyst.

Catalyst deterioration suppressing apparatus and method

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.

An exhaust passage ( ) of an internal-combustion engine ( ) is provided with an exhaust emission control unit ( ) capable of reducing harmful substances in exhaust gas under a given exhaust pressure condition and an exhaust sensor ( ) for detecting the concentration of a specific exhaust component (H , O ) in the exhaust gas, and a performance lowering identifying unit identifies lowering of the performance of the exhaust emission control ( ) by detecting a failure to fulfill the given exhaust pressure condition in accordance with the output of the exhaust sensor.

Exhaust gas purifier for internal combustion engines

In an exhaust gas purifying apparatus of an internal combustion engine, the temperature of occlusion-type NOx catalyst is increased to emit SOx when the temperature of occlusion-type NOx catalyst is not less than a set temperature. This prevents the deterioration of fuel consumption and enables the regeneration of a catalyst device by efficiently desorbing a sulfur component from the catalyst device. In this case, the temperature of the occlusion-type NOx catalyst is preferably set according to the frequency of the SOx desorption, and the temperature of the occlusion-type NOx catalyst can be increased by, for example, retarding an ignition timing.

Exhaust gas purifying apparatus of internal combustion engine

An exhaust emission purifier includes a catalyst unit disposed in an exhaust pipe of an engine. Electrodes (reaction adjustment unit) are provided on a honeycomb carrier of the catalyst unit in a layered form in order to apply an electric field to the vicinity of the catalyst surface to thereby adjust the catalytic reaction. An ECU serves as a status detection unit to detect factors which affect the exhaust gas purifying performance of the catalyst unit (i.e., operating conditions), and serves as a control unit which controls the electric field applied by the electrodes, on the basis of the detected operating conditions.

Exhaust emission purifier

The present plasma type exhaust gas cleaning apparatus comprises a dielectric ( ) arranged between a discharge electrode ( ) and a ground electrode ( ). The dielectric has a plurality of independent cavities ( ) formed therein. The exhaust gas from combustion equipment ( ) flows through the interiors of the plurality of independent cavities ( ). Thus, in the plasma type exhaust gas cleaning apparatus, the discharge electrode ( ) and the ground electrode ( ) are securely partitioned by the cavities ( ). When a voltage from a high voltage generator ( ) is applied to between the discharge electrode ( ) and the ground electrode ( ), plasma resulting from corona discharges occurs in each individual cavity ( ) without arising directly across the discharge electrode ( ) and the ground electrode ( ). The exhaust gas is thereby cleaned up.

Plasma type exhaust gas cleaning apparatus

An NO sensor detects the concentration of NO released from an occlusion type NO catalyst into the atmosphere. Based on the output of the NO sensor a total NO discharge A is computed. When the total NO discharge A reaches an NO emission judgment amount A , corresponding to an NO emission judgment amount designated by NO emission regulations, before a distance traveled C reaches a predetermined distance traveled C , an exhaust air-fuel ratio is changed to a rich air-fuel ratio to release NO from the occlusion type NO catalyst efficiently. Then, the exhaust air-fuel ratio is changed to a stoichiometric air-fuel ratio to purify and reduce NO by a three-way catalyst function.

Exhaust emission control device of internal combustion engine

In a SOHC type internal combustion engine having a single camshaft, a fuel injector is provided for directly injecting a fuel into a combustion chamber, and an intake port is provided such that one end of the intake port is open at intake openings to the combustion chamber. The intake port extends toward the top face of a cylinder head between the camshaft and two intake valves, such that at least a part of the intake port passes through a region between the shortest lines connecting respective head portions of the intake valves and the camshaft.

In-cylinder injection type spark ignition internal combustion engine

A control device of a lean-burn engine has an electronic control unit. Upon start of switching from stoichiometric driving to lean driving, the control unit (10) derives, from a map, a target pressure (P0) and a basic opening degree (D0) of an idling speed control valve, serving as an air bypass valve, based on the throttle opening degree (TPS) and the engine rotation speed (Ne) at the start of the switching. The control unit supplies driving pulses (N) of a number corresponding to the basic opening degree (D0) to a stepper motor (32) of the idling speed control valve. Then, the control unit supplies the stepper motor with driving pulses of a number corresponding to an opening degree correction amount (D1) which in turn corresponds to a deviation between the target intake pressure (P0) and an actual intake pressure (PB), to thereby suppress a change in the torque at the time of switching between the rich driving, including the stoichiometric driving, and the lean driving of the lean-burn engine.

Control device and control method for lean-burn engine

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Nagoya, Japan

Kojiro Okada