Nippondenso Co., Ltd.

Denso Corporation

Toyota Jidosha Kabushiki Kaisha

Toyota Jidosha Kogyo Kabushiki Kaisha

Nippondenco Co., Ltd.

Masumi Kinugawa

Shigeto Yahata

Tsukasa Kuboshima

Atsushi Suzuki

Susumu Akiyama

Norio Omori

Makoto Saito

Kiyonori Sekiguchi

Tomoaki Abe

Katsunori Ito

Tiaki Mizuno

Toshitaka Yamada

Shinichiro Okugawa

Yuuki Tarusawa

Mao Hosoda

Yoshihisa Sato

Kanehito Nakamura

Motoharu Sueishi

Yasuhiro Kariya

Toshiaki Kikuchi

Yuzi Hirabayashi

Mitsunori Takao

Satoru Sasaki

Hideya Fujisawa

Hisamitsu Yamazoe

Katsuhiro Ina

Tokuji Kuronita

Hisayo Douta

Yusuke Majima

Keiji Noda

Seiithirou Nishikawa

Hideo Miyagi

Masakazu Ninomiya

Tatsuya Fujita

Masaomi Nagase

Kazuo Kobayashi

Toshiaki Mizuno

Kazuo Kojima

Jun Kawamura

Tatsumasa Sugiyama

Kenichiro Kamai

Masaaki Kurii

Kenichi Ono

Shunichiro Hiromasa

Kohei Motoo

Yukio Muto

Kengo Sugiura

Daisuke Kojima

Munehisa Horibe

Susumu Akiyoma

Yoshihisa Satoh

Ito Katsunori

Kiyonori Sekiguti

Kenichirou Kamai

A reducing agent supplying device includes a reforming device, an obtaining section and a controller. The reforming device mixes fuel, which is a hydrocarbon compound, with air, and reforms the fuel by partially oxidizing the fuel with oxygen in the air. A reformed fuel is supplied into the exhaust passage as the reducing agent. The obtaining section obtains a physical quantity as a property index. The physical quantity has a correlation with property of the fuel that is supplied to the reforming device. The controller controls the reforming device according to the property index obtained by the obtaining section.

Reducing agent supplying device

A reducing agent supplying device is for a fuel combustion system that includes a NOx purifying device with a reducing catalyst arranged in an exhaust passage to purify NOx contained in exhaust gas of an internal combustion engine. The reducing agent supplying device supplies a reducing agent into the exhaust passage at a position upstream of the reducing catalyst. The reducing agent supplying device includes a reforming portion and a reformation suppressing portion. The reforming portion reforms the reducing agent by partially oxidizing the reducing agent. When a temperature of the reducing agent is higher than a first specified temperature that is equal to or higher than an activation temperature of the reducing catalyst, the reformation suppressing portion (i) suppresses the degree of reformation of the reducing agent in comparison with when a temperature of the reducing agent is lower than the first specified temperature, or (ii) stops the reformation of the reducing agent.

A reducing agent supplying device includes a reaction container. The reaction container has a reaction chamber therein in which fuel of a hydrocarbon compound is mixed with air and is oxidized with oxygen in air. An equivalent ratio of fuel to air inside the reaction chamber is adjusted to be within a specified equivalent ratio range. A temperature inside the reaction chamber is adjusted to be within a specified temperature range. The specified equivalent ratio range and the specified temperature range are set such that a cool flame reaction, through which fuel inside the reaction chamber is partially oxidized with oxygen in air, is generated. The fuel partially oxidized through the cool flame reaction is used as the reducing agent.

A reducing agent supplying device includes a reaction container, an ozone generator, an air pump, an ozone-containing air pipe, a compressed air pipe, a switching device, and a switching controller. The reaction container defines a reaction chamber therein in which a reducing agent is reformed. The ozone generator generates ozone from oxygen in air. The air pump supplies air into the ozone generator. An ozone-containing air flows through the ozone-containing air pipe toward the reaction chamber. A portion of a compressed air flows through the compressed air pipe toward the reaction chamber. The switching device switches between an air pump mode, in which the ozone-containing air is supplied into the reaction chamber, and a supercharging mode, in which the compressed air is supplied into the reaction chamber. The switching controller controls the switching device based on a catalyst temperature, which is a temperature of the reducing catalyst, and an exhaust pressure, which is a pressure in the exhaust passage.

A straight port and a swirl port supply low-oxygen-concentration gas and high-oxygen-concentration gas into a combustion chamber of an engine such that high-level-oxygen-concentration gas and low-level-oxygen-concentration gas are formed from the high-oxygen-concentration gas and the low-oxygen-concentration gas in an adjacent region of the combustion chamber, which is adjacent to a fuel mist injected from an injection hole of a fuel injection valve. The high-level-oxygen-concentration gas is located in a corresponding area of the adjacent region, which is generally opposite from the fuel injection hole, and the low-level-oxygen-concentration gas is located in a remaining area of the adjacent region, which is other than the corresponding area of the adjacent region.

Gas supply apparatus for internal combustion engine

An exhaust gas purification device senses an air-fuel ratio of exhaust gas flowing into a catalyst and performs rich purge control for supplying fuel for reduction to the catalyst. The device calculates a total reducing agent amount consumed for the reduction during the rich purge control based on the air-fuel ratio and a fresh air amount as of the rich purge control. The device sets a specified air-fuel ratio state for controlling the air-fuel ratio in a certain range enabling more precise measurement of the air-fuel ratio than in the rich purge control. The device corrects the total reducing agent amount based on a difference between an injection amount command value as of the rich purge control and the injection amount command value in the specified air-fuel ratio state and the air-fuel ratio sensed in the specified air-fuel ratio state.

Exhaust gas purification device for internal combustion engine

An exhaust gas purifying apparatus for an internal combustion engine includes a collector, which collects exhaust particles in exhaust gas. The apparatus computes a pressure-difference-based measured value of a collected amount of the particles based on a pressure difference, and computes a pressure-difference-based estimated value by correcting the measured value. The apparatus computes an operational-state-based estimated value of the collected amount. The apparatus regenerates the collector by burning the exhaust particles when one of the pressure-difference-based estimated value and the operational-state-based estimated value reaches a predetermined value. The apparatus computes a current pressure-difference-based estimated value by correcting a current pressure-difference-based measured value based on information related to an immediately preceding operational-state-based computing period such that the current pressure-difference-based estimated value ranges from the current measured value to a previous pressure-difference-based estimated value.

Exhaust gas purifying apparatus for internal combustion engine

In a fuel injection nozzle including multiple nozzle hole groups each having multiple solitary nozzle holes, a group distance C between two of the nozzle hole groups is 0.8 or more times larger than an in-group hole distance &#x3b1; in a nozzle hole group. The group distance C is the minimum interval of inter-group intervals that are formed between (i) peripheral boundaries of solitary nozzle holes belonging to a first nozzle hole group and (ii) peripheral boundaries of solitary nozzle holes belonging to a second nozzle hole group adjacent to the first nozzle hole group. The in-group hole distance &#x3b1; is the minimum of intervals between peripheral boundaries belonging to each nozzle hole group.

Fuel injection nozzle

A diesel oxidation catalyst is disposed upstream of a diesel particulate filter (a DPF) disposed in an exhaust passage of a diesel engine. An electronic control unit (an ECU) operates a temperature increasing circuit, which performs post-injection, to eliminate particulate matters accumulated in the DPF. The ECU includes a first correcting circuit and a second correcting circuit. The first correcting circuit corrects a manipulated variable of the temperature increasing circuit based on a result of comparison between a target temperature and a temperature of the DPF estimated based on information related to an area upstream of the DPF. The second correcting circuit corrects the manipulated variable of the temperature increasing circuit based on a result of comparison between the target temperature and the temperature of the DPF estimated based on information related to an area downstream of the DPF.

Exhaust gas purification system of internal combustion engine

An electronic control unit estimates progress of growth in a particle diameter of an ash accumulated in a diesel particulate filter (a DPF), based on an operating state of an engine. If it is determined that an estimated particle diameter of the ash achieved through the progress of the growth is greater than a predetermined value, regeneration of the DPF is compulsorily performed even when a quantity of particulate matters accumulated in the DPF is lower than a reference value, at which the DPF should be regenerated. Thus, the particulate matters are eliminated through combustion, and the ashes are discharged from the DPF.

An exhaust emission control system for an internal combustion engine is located on a vehicle and provided with a particulate filter to accumulate particulate matters in an exhaust gas of the engine. The system has a pressure difference detector, an exhaust flow rate detector, a regeneration controller and a detection accuracy increaser. The pressure difference detector detects a differential pressure in the particulate filter. The exhaust flow rate detector detects an exhaust flow rate of the engine. The regeneration controller determines to regenerate the particulate filter based on the differential pressure and the exhaust flow rate. The detection accuracy increaser increases a detection accuracy of the differential pressure.

Exhaust emission control system for internal combustion engine

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

If the amount of fuel added to exhaust gas becomes excessive as a result of an abnormality of an addition agent supply unit (), the air-fuel ratio of exhaust as decreases. If an exhaust gas air-fuel ratio obtained from a value output from an A/F sensor () remains equal to or smaller than a predetermined value for a predetermined period, an ECU () determines that an addition agent supply unit () is abnormal. Upon detection of an abnormality of the addition agent supply unit (), the ECU () incrteases an amount of EGR gas recirculated to the intake side by an EGR unit (), reduces an amount of fuel injection from injectors (), and restricts an operational state of an engine body () to a low-speed/low-load state. Also, the ECU () turns a warning lamp () on, warns a driver of the abnormality of the addition agent supply unit (), and makes it possible to pull a vehicle over safely.

Control device and control method for internal combustion engine

A compression ignition engine injects fuel through injection holes of an injector at a substantially constant injection rate to atomize the fuel so that the fuel can be easily vaporized and to make the fuel penetrate an atmosphere inside a cylinder. A spatial distribution of the injected fuel in which mixing of the fuel and air is promoted as the fuel recedes from the injection hole and the fuel reaches a premixing space where the fuel is premixed with the air is provided. The engine controls oxygen concentration inside the cylinder and an ignition delay so that a ratio of a quantity of the fuel injected before a start of ignition to a total fuel injection quantity falls within a range from 25% to 50% and so that the premixed gas formed in the premixing space is combusted serially.

Compression ignition 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

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Okazaki, Japan

Masumi Kinugawa