Denso Corporation

Denso International America, Inc.

Masayuki Kita

Kenichi Fujiki

Akihiro Okamoto

Noriaki Ikemoto

Keiji Wakahara

Katsuhiko Kawai

Nicholas Polcyn

Yasuhiro Shikata

Tomoyuki Takagawa

Kenichi Sago

Yujin Gotoda

Han-Yuan Chang

Yosuke Ishikawa

Toru Noma

Satoshi Kodou

Ikuro Hashimoto

Shujirou Morinaga

An emissions control substrate for treating exhaust from an engine including a plurality of hexagonal cells extending between a first end and a second end of the substrate. Wash coats are at an interior of the hexagonal cells. At an inner region of the substrate through which a longitudinal axis of the emissions control substrate extends, for every group of three adjacent hexagonal cells of the plurality of hexagonal cells two are plugged at the first end and open at the second end, and one is open at the first end and plugged at the second end. At an outer region of the substrate surrounding the inner region, for every group of three adjacent hexagonal cells of the plurality of hexagonal cells, one is plugged at the first end and open at the second end, and two are open at the first end and plugged at the second end.

Emissions control substrate

In an engine of a direct-injection type, a split injection (a fuel injection in an intake stroke and a fuel injection in a compression stroke) is carried out. A compression-stroke injection amount is gradually decreased or increased when the split injection is carried out. Engine rotational speed, which varies by combustion of such injected fuel, is detected for respective fuel injection amounts, which are varied (decreased or increased) as above. Such a fuel injection amount, with which the engine rotational speed becomes maximum, is calculated and set as a basic injection amount for the compression-stroke injection. The fuel injection in the compression stroke is then controlled based on the basic injection amount.

Fuel injection control system for direct-injection engine

A sensor element detects exhaust gas emitted from an internal combustion engine. A heater is supplied with electricity from a power source so as to heat the sensor element. A detection unit detects heater voltage across the heater. A degradation determination unit determines whether the heater is degraded in accordance with at least one of the heater voltage and a diagnosis value, which changes according to the heater voltage. The degradation determination unit determines whether the heater is degraded further in accordance with at least one of power-supply voltage of the power source and a driving state of an electric device, which is supplied with electricity from the power source.

Degradation determination device for heater of gas sensor and method for diagnosing the heater

When engine rotation speed is increasing in a compression stroke injection mode, a control device determines that a crank angle at injection end timing of an injector deviates toward a delayed crank angle side and performs additional ignition at timing when (or immediately before or after) a crank angle at actual injection end timing of the injector of a present injection cylinder is reached. Thus, even when the crank angle at the injection end timing deviates toward the delayed crank angle side with respect to preset original ignition timing, a combustion state can be stabilized by performing the additional ignition at timing, at which a suitable stratified mixture gas is formed in a cylinder, through the execution of the additional ignition at the timing substantially the same as the actual injection end timing.

Control device of direct injection internal combustion engine

A rotation speed calculation interval is set near a combustion top dead center of each cylinder of an engine. An interval rotation time necessary for a crankshaft to rotate through the rotation speed calculation interval is calculated as angular speed information of the crankshaft in the rotation speed calculation interval for each combustion stroke of the engine. Engine rotation speed is calculated based on the interval rotation time. The angular speed information of the crankshaft in the rotation speed calculation interval set near the combustion top dead center reflects a combustion state or generated torque. By calculating the engine rotation speed based on the angular speed information, the engine rotation speed highly correlated with the combustion state or the generated torque of the engine can be calculated.

Controller of internal combustion engine

An individual-cylinder air-fuel ratio estimation model is designed so as to consider the mixing of gases exhausted from adjacent combustion cylinders, and a movement by which a mixed gas arrives at the position of an air-fuel ratio sensor, in order that influences ascribable to the intervals (combustion intervals) of the adjacent combustion cylinders may be reflected on the estimation values of individual-cylinder air-fuel ratios. In evaluating the mixing of the gases which are exhausted from the adjacent combustion cylinders, there are considered the lengths and shapes of the exhaust manifolds of the respective combustion cylinders. In evaluating the movement by which the mixed gas arrives at the position of the air-fuel ratio sensor, there are considered a distance or volume from the confluence to the position of the air-fuel ratio sensor, and the exhaust gas quantities of the respective combustion cylinders.

Apparatus for estimating air-fuel ratios and apparatus for controlling air-fuel ratios of individual cylinders in internal combustion engine

A reference model simulates a desired response characteristic of the variable valve timing apparatus and is constructed by using a dynamic characteristic in a region of the maximum changing speed of the valve timing of the variable valve timing apparatus. The variable valve timing apparatus is constructed of the control system with two degrees of freedom in which in the controller, the feedback duty is calculated so that the deviation between the output obtained by applying the time delay to the output of the quickest response model and the valve timing is small, and in the reverse VCT model, the feed forward duty is calculated so that the target advance amount is realized based upon the output of the quickest response model, and the control duty of the variable valve timing apparatus is obtained by addition of the feedback duty and the feed forward duty.

Variable valve control apparatus for internal combustion engine

When a specified air-fuel ratio F/B control condition is established during supply of a secondary air provided, an air-fuel ratio F/B control is executed, and at this time, an initial value of a target air-fuel ratio is set to a before-catalyst air-fuel ratio detected by an A/F (air-fuel ratio) sensor. The target air-fuel ratio subsequent to this is gradually changed from the initial value to a specified air-fuel ratio. By this, the initial value of the target air-fuel ratio can be suitably set at a start time of execution of the air-fuel ratio F/B control during the supply of the secondary air. The target air-fuel ratio subsequent to this is gradually changed to a stoichiometric air-fuel ratio, so that a change in engine rotation speed is suppressed and the drivability can be improved.

Secondary air supply control apparatus for internal combustion engine

An air-fuel ratio sensor detects an air-fuel ratio of an exhaust gas at a confluent portion of an exhaust gas. An air-fuel ratios in each cylinder are estimated to be controlled based on an output of the air-fuel ratio sensor. A computer determines whether an air-fuel detecting timing deviates according to a dispersion of the estimated air-fuel ratio among cylinders. When the deviation is detected, the air-fuel ratio detecting timing is varied to estimate an air-fuel ratio before and after correcting amount of fuel. The air-fuel ratio detecting timing is adapted as a proper timing when the variation amount of the estimated air-fuel ratio before and after the correction of fuel amount corresponds to the correct amount of fuel.

Cylinder-by-cylinder air-fuel ratio controller for internal combustion engine

A secondary air supply abnormality detection system determines that an abnormality is generated in a system including a secondary air supply system if a true secondary air flow rate is out of a predetermined range. The true secondary air flow rate is calculated by subtracting a secondary air flow rate average at the time when an air pump is not operating from another secondary air flow rate average at the time when the air pump is operating. Thus, variation in the secondary air flow rate due to change with time or production tolerance can be suitably corrected. Since calculation accuracy of the true secondary air flow rate is improved, determination accuracy of the abnormality in the system including the secondary air supply system can be improved.

Secondary air supply abnormality detection system

An intermediate target value calculating unit calculates an intermediate target value &phgr;midtg(i) on the basis of an output &phgr;(i&minus;1) of an A/F ratio sensor in computation of last time and a final target value &phgr;tg(i). By the computation, the intermediate target value &phgr;midtg(i) is set between the output &phgr;(i&minus;1) of the A/F ratio sensor in computation of last time and the final target value &phgr;tg(i). A correction amount calculating unit calculates a correction amount AFcomp(i) of the target A/F ratio on the basis of a deviation &Dgr;&phgr;(i) between the intermediate target value &phgr;midtg(i) and the output &phgr;(i) of the A/F ratio sensor. Consequently, the control is hard to be influenced by variations in waste time of the subject to be controlled and an error in modeling. While maintaining the stability of the A/F ratio feedback control, higher gain can be achieved and robustness can be also increased.

Growing community of inventors

Kariya, Japan

Masayuki Kita