Hitachi Automotive Systems, Ltd.

Hitachi Astemo Ltd.

Takaki Itaya

Ryo Kusakabe

Shirou Yamaoka

Mitsuru Nagase

Tomoaki Horii

Shingo Kimura

Noriyuki Maekawa

Yoshinobu Arihara

Kenichiroh Ogata

Hisahiro Ooba

Takeshi Tokuyama

Takao Miyake

Masahiro Hori

Takashi Hirao

Katsuhiro Hoshino

Masahiro Soma

Tomoyuki Hosaka

Hirotaka Nakai

An object of the present invention is to provide an inverter integrated motor that achieves both improvement in cooling performance of a current sensor and downsizing of an entire device. An inverter integrated motor includes: a power module that converts a direct current into an alternating current; a flow path forming body that is formed so as to flow and cover a refrigerant in the power module; an inverter that installs the power module and the flow path forming body inside; a current sensor that detects the alternating current; and a motor that houses a stator and a rotor, wherein the power module is disposed at a position facing a rotation shaft of the motor via the stator and the rotor, and the current sensoris disposed between the flow path forming body and a coil end of the stator when viewed from a direction perpendicular to the rotation shaft, and at least a part of the current sensor is housed in a motor housing.

Inverter integrated motor

An abnormality of a component can be accurately detected. An on-vehicle device is an on-vehicle device that is mounted on a vehicle to communicate with a server. The on-vehicle device includes a first information generation unit that generates first information which is information on a state of a first component mounted on the vehicle by using an output of a sensor mounted on the vehicle, and an out-vehicle communication unit that transmits, to the server, the first information and second information which is information on a state of a second component which is a component different from the first component, and receives, from the server, a state signal indicating an abnormal state of the first component calculated by the server based on the first information and the second information.

On-vehicle device and communication system

An object of the present invention is to provide a fuel injection valve capable of suppressing fuel adhesion to a nozzle surface. Therefore, an injection holehas a curved surface portionE formed between a peripheral edgeI of an inlet openingG and an inner peripheral surfaceF. The curved surface portionE has a center-side curved surface portionAE and an outer-peripheral-side curved surface portionBE. The center-side curved surface portionAE is formed to have a width WAE that is larger than the width WBE of the outer-peripheral-side curved surface portionBE.

Fuel injection valve

An object of the present invention is to provide a fuel injection valve that can be used in a gasoline engine and can take fuel into an injection hole with a small pressure loss near a seat portion on which a valve is seated. Thus, the present invention provides a fuel injection valve for a gasoline engine which includes: a plurality of injection holes; and a seat portion that opens and closes a fuel passage to the plurality of injection holes in cooperation with a valve. At least one fuel injection hole among the plurality of injection holes is configured in a shape such that an injection hole inlet has a long axis and a short axis, and the long axis is directed in a direction in which an extension line intersects with the seat portion.

In an internal combustion engine which performs a homogeneous lean combustion mode and a stratified lean combustion mode, there is provided a new internal combustion engine control device capable of obtaining a stable combustion state by decreasing influences of delay of an air flow and a degree of change of a transient state and smoothly performing switching between the homogeneous lean combustion mode and the stratified lean combustion mode. Accordingly, in the present invention, when switching between the stratified lean mode in which a compression stroke injection is performed by a direct injection injectorand the homogeneous lean combustion mode in which an intake stroke injection is performed by the direct injection injectoris performed, a predetermined delay time &#x394;t is provided from at least a switching operation of a tumble control valve, a switching operation between the compression stroke injection and the intake stroke injection is performed, and the delay time &#x394;t is set so as to correspond to a magnitude of the degree of change &#x394;L of the transient state. A switching timing between the compression stroke injection and the intake stroke injection is controlled according to the flow delay of an air control system such as the tumble control valveand the degree of change &#x394;L of the transient state, and thus, it is possible to improve combustion stability in a combustion chamber.

Internal combustion engine control device

The objective of the present invention is to correct deviation in the injection amount and changes in the injection timing when the voltage of a high-voltage source for a drive device decreases. This drive device for a fuel injection device is equipped with a function whereby, when the pulse width of the injection pulse is set to an energization timethat closes a valve after a drive current has been switched to a maintenance current, the injection pulse width when the voltage of a high-voltage source has decreased is corrected so as to be longer than the injection pulse width when the voltage of the high-voltage source has not decreased, and, when the pulse width of the injection pulse is set to an energization time' that closes the valve before the drive current has been switched to the maintenance current, the absolute value of the amount of correction of the injection pulse width is made smaller than when the injection pulse width is set to the energization timethat closes the valve after the drive current has been switched to the maintenance current.

Drive device for fuel injection device

Provided is an engine control device capable of suppressing deterioration of combustion stability due to a change in engine temperature in an engine which performs lean combustion or EGR combustion. When lean combustion in which an air-fuel mixture leaner than a stoichiometric air-fuel ratio is burned or exhaust gas recirculation combustion in which a diluted air-fuel mixture is burned by re-suctioning exhaust gas discharged from the combustion chamber into the combustion chamber is performed, a ratio of a fuel injection amount during a compression stroke to a total fuel injection amount during one combustion cycle is increased as a temperature of an engine decreases.

Engine control device

Provided is a control device for an internal combustion engine, the control device enabling the suppression of variations in the amount of fuel injected by injection while the boost voltage is charging, without offsetting the injection timing. A boost circuit () boosts a first voltage supplied from a battery (), and supplies a boosted second voltage to a fuel injection device (). Switches () switch the second voltage supplied to the fuel injection device from the booster circuit on and off. Computation devices () control the switches. Each computation device comprises: an estimation unit that, before the initial fuel injection in a combustion cycle, estimates the second voltage for all of the fuel injection times in the combustion cycle; and a correction unit that corrects the amount of fuel injected for each fuel injection time depending on the estimated second voltage.

Control device for internal combustion engine

In consideration of a force acting on a valve, wear in the valve or in a valve seat is suppressed and thereby the frequency of lifetime use of a fuel injector is increased. In a control apparatus for controlling a driving current that is allowed to pass to a fuel injector including a solenoid, after a first injection pulse width for injecting fuel is finished and before a second injection pulse width, which is to be output subsequently to the first injection pulse width for injecting the fuel, is started, a third pulse widthfor allowing the driving current to pass through the solenoid is output and the driving current that is to be allowed to flow through the solenoid by the third pulseis controlled in accordance with one of a measurement value and a predictive value of a fuel pressure.

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Hitachinaka, Japan

Takaki Itaya