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11. 发明专利

JP2006090153A Exhaust emission control device for internal combustion engine 有权
标题翻译：用于内燃机的排气排放控制装置
公开(公告)号：JP2006090153A
公开(公告)日：2006-04-06
申请号：JP2004273790
申请日：2004-09-21
申请人： Denso Corp , 株式会社デンソー
发明人： SAITO MAKOTO , YABANETA SHIGETO , TOCHIKAWA KAZUHARU , NAKAMURA KANEHITO , KUBOSHIMA TSUKASA
IPC分类号： F01N3/02 , B01D46/42 , B01D53/86 , B01D53/94
CPC分类号： F01N3/023 , F01N9/002 , F01N2430/00 , Y02T10/47
摘要： PROBLEM TO BE SOLVED: To precisely find out the PM accumulated amount of a particulate filter (DPF). SOLUTION: In the calculation of a PM amount executed by an ECU 51, an accumulation characteristic for regulating an increase characteristic that pressure loss is increased according to the PM accumulated amount is descried with a first characteristic line whose inclination becomes small after exceeding a transition point and extending from an initial point to the transition point and a last characteristic line extending from the transition point, and an accumulated amount ML is calculated from pressure loss ΔP based on the accumulation characteristic. When a PM accumulation state is entered into the region of the last characteristic line, a forcible transfer processing is executed at a predetermined timing, and the accumulation characteristic used for calculating the PM accumulated amount is changed over to a limit accumulation characteristic described with a straight line passing through the initial point and having the same inclination as the last characteristic line. Thereby, the limit accumulation characteristic is effected which is not required to consider a change in the accumulation characteristic caused by combustion, use is prohibited on a small amount side where the estimated accuracy of the PM accumulated amount in the limit accumulation characteristic is not enough, and high accuracy is realized. COPYRIGHT: (C)2006,JPO&NCIPI
摘要翻译：要解决的问题：精确找出颗粒过滤器（DPF）的PM累积量。解决方案：在ECU51执行的PM量的计算中，根据PM累积量来调节压力损失增加的增加特性的累加特性用超过了倾斜度变小的第一特征线来描述从初始点延伸到过渡点的过渡点和从转变点延伸的最后特征线，并且基于累积特性从压力损失ΔP计算累积量ML。当PM累积状态进入最后特征线的区域时，在预定定时执行强制转移处理，将用于计算PM累加量的积累特性转换为直线描述的极限累积特性线穿过初始点并且具有与最后特征线相同的倾斜度。由此，不需要考虑由燃烧引起的累积特性的变化的限制累积特性，在极限累积特性的PM累积量的估计精度不足的少量侧被禁止使用，实现了高精度。版权所有（C）2006，JPO＆NCIPI

12. 发明专利

JP2006063970A Exhaust emission control device of internal combustion engine 审中-公开
标题翻译：内燃机排气控制装置
公开(公告)号：JP2006063970A
公开(公告)日：2006-03-09
申请号：JP2005119689
申请日：2005-04-18
申请人： Denso Corp , 株式会社デンソー
发明人： KUBOSHIMA TSUKASA , NAKAMURA KANEHITO , SAITO MAKOTO , YABANETA SHIGETO , TOCHIKAWA KAZUHARU
IPC分类号： F01N3/02 , B01D53/94 , F01N3/24 , F02D45/00
CPC分类号： F02D41/029 , F01N3/0231 , F01N9/002 , F02D2200/0812 , Y02T10/47
摘要： PROBLEM TO BE SOLVED: To improve the calculation precision of an exhaust gas treating apparatus to determine the timing of forced regeneration by calculating the deposit amount of the exhaust particulate material (PM) of a particulate filter (DPF). SOLUTION: In calculating the PM deposit amount depending on the difference between the PM exhaust amount from an engine 1 and the PM reduction amount by oxidization with NO2, at calculating the PM reduction amount, the PM reduction amount is precisely grasped by calculating the reduction amount by NO2 absorbed by the PM deposited on the DPF 3 and added by NO2 flowing into the DPF depending on the PM deposit amount and the temperature of the DPF 3. Thereby the calculation precision of the PM deposit amount is improved. COPYRIGHT: (C)2006,JPO&NCIPI
摘要翻译：要解决的问题：为了提高排气处理装置的计算精度，通过计算微粒过滤器（DPF）的排气颗粒材料（PM）的沉积量来确定强制再生的时间。
解决方案：在计算PM排放量时，根据发动机1的PM排气量与通过用NO2氧化的PM还原量之差计算PM沉积量，在计算PM还原量时，通过计算PM精确地掌握PM减少量根据PM沉积量和DPF 3的温度，由沉积在DPF 3上的PM吸附的NO2和由NO2流入DPF中的NO2吸收的NO 2的还原量。从而提高了PM沉积量的计算精度。版权所有（C）2006，JPO＆NCIPI

13. 发明专利

JP2005030407A Exhaust emission control device and method 审中-公开
标题翻译：排气控制装置及方法
公开(公告)号：JP2005030407A
公开(公告)日：2005-02-03
申请号：JP2004265012
申请日：2004-09-13
申请人： Denso Corp , 株式会社デンソー
发明人： NAKAMURA KANEHITO , UMEHARA HIROSHI , TAKEMOTO HIDETSUGU
IPC分类号： F02M25/07 , B01D53/94 , F01N3/20 , F01N3/24 , F01N3/28 , F01N3/36 , F02D21/08 , F02D41/14 , F02D45/00
CPC分类号： Y02T10/47
摘要： PROBLEM TO BE SOLVED: To improve detection accuracy of an oxygen concentration in exhaust by an oxygen concentration sensor in a system for supplying unburnt hydrocarbon to a NOx catalyst by after-injection. SOLUTION: The NOx catalyst 19 and the oxygen concentration sensor 20 are mounted on an exhaust pipe 18 of a diesel engine 10. An output signal of the oxygen concentration sensor 20 is corrected on the basis of the after-injection command to supply hydrocarbon to the NOx catalyst 19. Whereby the oxygen concentration corresponding to a case of no after-injection can be estimated expecting lowering of the detected oxygen concentration by combustion of the after-injected unburnt hydrocarbon by the oxygen concentration sensor 20, to eliminate adverse influence on the detection of oxygen concentration by the after-injection. Any of EGR gas flow rate, fuel injection, an amount of sucked air is corrected on the basis of the corrected oxygen concentration detection value, whereby the exhaust emission can be controlled without being affected by the after-injection to improve the NOx purifying efficiency. COPYRIGHT: (C)2005,JPO&NCIPI
摘要翻译：要解决的问题：通过后喷射将未燃烧烃供给到NOx催化剂的系统中的氧浓度传感器提高排气中的氧浓度的检测精度。解决方案：将NOx催化剂19和氧浓度传感器20安装在柴油发动机10的排气管18上。氧浓度传感器20的输出信号根据后喷射指令进行补正通过氧气浓度传感器20燃烧后注入的未燃烧的烃，可以估计与不进行后喷射的情况相对应的氧浓度，以消除检测到的氧浓度，以消除不利影响通过后注射检测氧浓度。基于校正氧浓度检测值来校正EGR气体流量，燃料喷射量，吸入空气量中的任何一种，由此可以不受后喷射的影响来控制废气排放，以提高NOx净化效率。版权所有（C）2005，JPO＆NCIPI

14. 发明专利

JP2004137990A Accumulator fuel injection device 审中-公开
公开(公告)号：JP2004137990A
公开(公告)日：2004-05-13
申请号：JP2002304342
申请日：2002-10-18
申请人： Denso Corp , 株式会社デンソー
发明人： NAKAMURA KANEHITO
IPC分类号： F02M47/00 , F02D41/38 , F02M45/02 , F02M45/04 , F02M47/02 , F02M55/02 , F02M63/00 , F02M63/02
CPC分类号： F02M63/0007 , F02M45/04 , F02M47/027 , F02M63/0005 , F02M63/0225 , F02M2200/315 , F02M2200/40
摘要： PROBLEM TO BE SOLVED: To solve a problem that amount of injection right after a slight injection fluctuates and the total amount of injection fluctuates due to the influence of pressure pulsation generated in a rail fuel flow path right after the slight injection.
SOLUTION: The device is provided with a flow path resistance variable means 40 which varies flow path resistance of the rail fuel flow path 11 with an operation of an actuator 41 in the rail fuel flow path communicating from a common rail 2 to a nozzle chamber of an injector 3. The actuator 41 is driven to control with an ECU 5 to increase the flow path resistance of the rail fuel flow path 11 at the interval in a slight injection or the right after that, and decrease the flow resistance of the rail fuel flow path in main injection. As a result, the pressure pulsation generated right after a slight injection is damped with the flow path resistance variable means 40 having large flow resistance, and the fluctuation of the amount of injection succeeding a slight injection can be suppressed. An injection interval of the main injection can be shortened by the reduction of the flow path resistance, and deterioration of fuel consumption and deterioration of emission are not caused in the main injection.
COPYRIGHT: (C)2004,JPO

15. 发明专利

JP2003293835A Accumulator fuel injection system 审中-公开
标题翻译：蓄能器燃油喷射系统
公开(公告)号：JP2003293835A
公开(公告)日：2003-10-15
申请号：JP2002103434
申请日：2002-04-05
申请人： Denso Corp , 株式会社デンソー
发明人： NAKAMURA KANEHITO
IPC分类号： F02M63/00 , F02D41/22 , F02D45/00 , F02M65/00
摘要： PROBLEM TO BE SOLVED: To provide a common rail type fuel injection system which prevents performance degradation of a supply pump when there is abnormal high pressure in a system caused by excessive force feed of the supply pump due to a valve opening anomaly of a suction metering valve. SOLUTION: There is a possibility of degradation in performance of the supply pump when a low speed high pressure state of a slower engine speed than an idling speed and a high common rail pressure PC continues for a long period. Consequently, by turning off a starter relay of a starter energizing circuit when a diagnosis flag FDIAG is set at 1 in restarting of an engine, the engine is prevented from rotating at a cranking speed slower than the idling speed. Accordingly, since the low speed high pressure state does not continue for long, the performance degradation of the supply pump does not progress easily. COPYRIGHT: (C)2004,JPO
摘要翻译：要解决的问题：提供一种共轨型燃料喷射系统，其防止由于供给泵的过大的力供给而导致的系统中由于阀开度异常引起的异常高压而导致供给泵的性能下降抽吸计量阀。解决方案：当发动机转速较低的低速高压状态比怠速和高共轨压力PC长时间持续时，可能会降低供油泵的性能。因此，当在发动机重新启动时诊断标志FDIAG设定为1时，通过关闭起动器通电电路的起动继电器，防止发动机以比怠速慢的转弯速度旋转。因此，由于低速高压状态不能持续长时间，所以供给泵的性能劣化不容易进行。版权所有（C）2004，JPO

16. 发明专利

JP2003278580A Fuel injection control device 有权
标题翻译：燃油喷射控制装置
公开(公告)号：JP2003278580A
公开(公告)日：2003-10-02
申请号：JP2002081262
申请日：2002-03-22
申请人： Denso Corp , 株式会社デンソー
发明人： NAKAMURA KANEHITO
IPC分类号： F02D45/00 , F02D41/04
摘要： PROBLEM TO BE SOLVED: To provide an accumulator type fuel injection control device enabling improvement in control accuracy for injection start timing without any increase in cost.
SOLUTION: During the operation of a multi-cylinder engine, an output time difference (C) of NE1 pulse signal of an MPU sensor to #1G pulse signal of an MRE sensor is measured, and the value obtained by subtracting the output time difference (C) from a predetermined geometrical phase difference (B) can be calculated with good accuracy as a response delay time (A) of the NE pulse signal of the MPU sensor. The relationship between the response delay time (A) of the MPU sensor, the engine rotational frequency and the injection timing correction amount is previously obtained by experiments or the like to create a characteristic map, and according to the learnt value of the response delay time (A) of the MPU sensor, injection timing correction amount by each engine rotational frequency is calculated to spark-advance correct the command injection timing set according to the operating condition of the multi-cylinder engine for the injection timing correction amount, whereby the control accuracy for the injection start timing is improved.
COPYRIGHT: (C)2004,JPO
摘要翻译：要解决的问题：提供一种能够提高喷射开始时间的控制精度而不增加成本的蓄能式燃料喷射控制装置。解决方案：在多缸发动机的运转中，测量了MPU传感器的NE1脉冲信号与MRE传感器的＃1G脉冲信号的输出时间差（C），通过减去输出作为MPU传感器的NE脉冲信号的响应延迟时间（A），可以以良好的精度计算来自预定几何相位差（B）的时间差（C）。通过实验等预先获得MPU传感器的响应延迟时间（A），发动机转速和喷射正时校正量之间的关系，以创建特征图，并且根据响应延迟时间的学习值（A），通过计算每个发动机转速的喷射正时校正量，进行火花提前校正，根据喷射正时校正量的多气缸发动机的运转状态设定的指令喷射正时，由此控制喷射开始时刻的精度提高。版权所有（C）2004，JPO

17. 发明专利

FR2861808B1 未知
公开(公告)号：FR2861808B1
公开(公告)日：2007-11-16
申请号：FR0411718
申请日：2004-11-03
申请人： DENSO CORP
发明人： SASAKI SATORU , KUBOSHIMA TSUKASA , NAKAMURA KANEHITO , KINUGAWA MASUMI , KARIYA YASUHIRO , KURONITA TOKUJI
IPC分类号： F02B23/06 , F02D43/00 , F02D1/00 , F02D21/08 , F02D35/02 , F02D41/00 , F02D41/04 , F02D41/38 , F02M25/07 , F02M49/00 , F02M61/18
摘要： 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.

18. 发明专利

DE19739751B4 未知
公开(公告)号：DE19739751B4
公开(公告)日：2007-10-18
申请号：DE19739751
申请日：1997-09-10
申请人： DENSO CORP
发明人： NAKAMURA KANEHITO , KUBOSHIMA TSUKASA , KATSURO HAJIME , OHATA KOUICHI
IPC分类号： F01N9/00 , F02D45/00 , B01D53/94 , F01N3/08 , F01N3/20 , F01N3/24 , F01N3/36 , F02M25/07

19. 发明专利

DE102005035666A1 未知
公开(公告)号：DE102005035666A1
公开(公告)日：2006-03-02
申请号：DE102005035666
申请日：2005-07-29
申请人： DENSO CORP
发明人： KUBOSHIMA TSUKASA , NAKAMURA KANEHITO , SAITO MAKOTO , YAHATA SHIGETO , TOCHIKAWA KAZUHARU
IPC分类号： F01N3/023 , F01N11/00
摘要： The amount of accumulated particulate matter, which is accumulated in a particulate filter, is computed based on the amount of exhausted particulate matter, which is exhausted from an engine, and the amount of reduced particulate matter, which is reduced in the filter. The amount of reduced particulate matter includes the amount of reduced particulate matter, which is reduced through oxidizing reaction of the accumulated particulate matter with NO 2 . At the time of computing this amount, reduction of the particulate matter through oxidizing reaction with adsorbed NO 2 , which is adsorbed by the accumulated particulate matter, is concerned in addition to reduction of the particulate matter through oxidizing reaction with NO 2 , which is present in the surrounding atmosphere around the accumulated particulate matter.

20. 发明专利

DE10313615B4 Linearstellgliedregelungsvorrichtung 未知
公开(公告)号：DE10313615B4
公开(公告)日：2018-02-15
申请号：DE10313615
申请日：2003-03-26
申请人： DENSO CORP
发明人： NAKAMURA KANEHITO
IPC分类号： G05B11/42 , F02D41/04 , F02D41/14 , F02D41/30 , F02D41/38 , F02M59/34 , G05B13/02
摘要： Linearstellgliedregelungsvorrichtung, die Folgendes aufweist: ein Linearstellglied (5), wobei eine Hubgröße von diesem sich gemäß einem Antriebssignal (DUTY) vergrößert und verkleinert, das auf einen Linearsolenoid des Linearstellglieds aufgebracht wird; eine Erfassungseinrichtung (35; 45) einer tatsächlichen physikalischen Größe zum Erfassen einer tatsächlichen Hubgröße (AL) des Linearstellglieds oder eines tatsächlichen Kraftstoffdrucks (PC) in einem Fluidkreislauf, dessen Kraftstoffmenge oder Kraftstoffdruck vom Linearstellglied gesteuert wird; eine Setzeinrichtung (10) einer physikalischen Zielgröße zum Auffinden einer physikalischen Zielgröße (TP oder TL) für die Hubgröße des Linearstellglieds; und eine Rückführgrößenermittlungseinrichtung (10) zum Auffinden einer Rückführgröße, die zum Erzielen der physikalischen Zielgröße erforderlich ist, aus einer Differenz (ΔP oder ΔL) zwischen der tatsächlichen physikalischen Größe und der physikalischen Zielgröße durch eine Ausführung einer Proportionalregelung, einer Proportional- und Differentialregelung oder einer Proportional-, Integral- und Differentialregelung, dadurch gekennzeichnet, dass die Setzeinrichtung (10) in einem Fall, in dem die Erfassungseinrichtung (45) die tatsächliche Hubgröße (AL) erfasst, eine Zielhubgröße (TL) auffindet, die auf einer Motordrehzahl (NE) und einem Zieleinspritzvolumen (TQ) beruht, und in einem Fall, in dem die Erfassungseinrichtung (45) den tatsächlichen Kraftstoffdruck erfasst, einen Zieleinspritzdruck (TP) auffindet, der auf der Motordrehzahl (NE) und einer Beschleunigerposition (ACCP) beruht, zumindest einer von einem Proportionalverstärkungsfaktor, einem Integralverstärkungsfaktor und einem Differentialverstärkungsfaktor, der zum Auffinden der Rückführgröße verwendet wird, auf der Grundlage der Differenz (ΔP oder ΔL) zwischen der tatsächlichen physikalischen Größe und der physikalischen Zielgröße sowie auf der Grundlage eines Werts des Antriebssignals (DUTY) gesetzt wird und in einem Bereich mit großem Hub des Linearstellglieds zumindest einer von dem Proportionalverstärkungsfaktor, dem Integralverstärkungsfaktor und dem Differentialverstärkungsfaktor, der zum Auffinden der Rückführgröße verwendet wird, auf einen Wert gesetzt wird, der größer als ...

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