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公开(公告)号：US11959428B2
公开(公告)日：2024-04-16
申请号：US18121139
申请日：2023-03-14
发明人： Daniel R. Cohn , Leslie Bromberg
IPC分类号： F02D37/02 , F02D41/00 , F02D41/06 , F02D41/30 , F02D41/34 , F02D41/38 , F02P5/145 , F02P5/152 , F02B75/12 , F02D13/02 , F02D13/06 , F02D19/08 , F02D41/04 , F02D41/10 , F02D41/14 , F02M69/04
CPC分类号： F02D37/02 , F02D41/0007 , F02D41/0025 , F02D41/064 , F02D41/3094 , F02D41/345 , F02D41/3836 , F02P5/145 , F02P5/1521 , F02B2075/125 , F02D13/0215 , F02D13/06 , F02D19/084 , F02D2041/001 , F02D41/0027 , F02D41/047 , F02D41/10 , F02D41/1466 , F02D2041/389 , F02D2250/38 , F02M69/046 , Y02T10/10 , Y02T10/12 , Y02T10/30 , Y02T10/40
摘要： The present invention describes a fuel-management system for minimizing particulate emissions in turbocharged direct injection gasoline engines. The system optimizes the use of port fuel injection (PFI) in combination with direct injection (DI), particularly in cold start and other transient conditions. In the present invention, the use of these control systems together with other control systems for increasing the effectiveness of port fuel injector use and for reducing particulate emissions from turbocharged direct injection engines is described. Particular attention is given to reducing particulate emissions that occur during cold start and transient conditions since a substantial fraction of the particulate emissions during a drive cycle occur at these times. Further optimization of the fuel management system for these conditions is important for reducing drive cycle emissions.
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公开(公告)号：US11802534B2
公开(公告)日：2023-10-31
申请号：US17595680
申请日：2020-03-27
申请人： Hitachi Astemo, Ltd.
发明人： Eiichirou Ohata
CPC分类号： F02P3/0414 , F02D41/0047 , F02P5/1516 , F02P15/08 , F02D37/02 , F02D41/005 , F02D41/34 , F02P3/04
摘要： The present invention is provided to suppress the power consumption, the calorific value, and the volume of an ignition device in an internal combustion engine while suppressing failures in igniting fuel by an ignition plug. To achieve this, a control device 1 for the internal combustion engine includes an ignition control unit that controls energization of an ignition coil 300 that gives electric energy to an ignition plug 200 that discharges in a cylinder 150 of an internal combustion engine 100 to ignite fuel. The ignition control unit controls energization of the ignition coil 300 so that first electric energy is released from the ignition coil 300 while second electric energy is released as electric energy superposed on the first electric energy, the second electric energy changing based on a gas state around the ignition plug 200.
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公开(公告)号：US11624328B2
公开(公告)日：2023-04-11
申请号：US17752266
申请日：2022-05-24
发明人： Daniel R. Cohn , Leslie Bromberg
IPC分类号： F02D41/38 , F02D37/02 , F02D41/06 , F02P5/152 , F02D41/00 , F02D41/30 , F02D41/34 , F02P5/145 , F02M69/04 , F02D19/08 , F02D13/02 , F02D13/06 , F02B75/12 , F02D41/04 , F02D41/10 , F02D41/14
摘要： The present invention describes a fuel-management system for minimizing particulate emissions in turbocharged direct injection gasoline engines. The system optimizes the use of port fuel injection (PFI) in combination with direct injection (DI), particularly in cold start and other transient conditions. In the present invention, the use of these control systems together with other control systems for increasing the effectiveness of port fuel injector use and for reducing particulate emissions from turbocharged direct injection engines is described. Particular attention is given to reducing particulate emissions that occur during cold start and transient conditions since a substantial fraction of the particulate emissions during a drive cycle occur at these times. Further optimization of the fuel management system for these conditions is important for reducing drive cycle emissions.
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公开(公告)号：US11536214B2
公开(公告)日：2022-12-27
申请号：US17448392
申请日：2021-09-22
发明人： Hitoki Sugimoto
摘要： A CPU determines that there is a misfire when a relative magnitude of a rotation fluctuation amount ΔT30[0] related to a cylinder subject to the determination in relation to a rotation fluctuation amounts ΔT30[4] of the previous combustion cycle is greater than or equal to the determination value Δth. However, during the execution of a catalyst warm-up process, the CPU uses, in the comparison, the relative magnitude of the rotation fluctuation amount ΔT30[0] in relation to the average ΔT30ave[0] of the smallest five of the rotation fluctuation amounts ΔT30[4] to ΔT30[40] from the past ten combustion cycles.
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公开(公告)号：US20220282675A1
公开(公告)日：2022-09-08
申请号：US17752266
申请日：2022-05-24
发明人： Daniel R. Cohn , Leslie Bromberg
IPC分类号： F02D37/02 , F02D41/00 , F02D41/34 , F02D41/30 , F02P5/152 , F02P5/145 , F02D41/38 , F02D41/06
摘要： The present invention describes a fuel-management system for minimizing particulate emissions in turbocharged direct injection gasoline engines. The system optimizes the use of port fuel injection (PFI) in combination with direct injection (DI), particularly in cold start and other transient conditions. In the present invention, the use of these control systems together with other control systems for increasing the effectiveness of port fuel injector use and for reducing particulate emissions from turbocharged direct injection engines is described. Particular attention is given to reducing particulate emissions that occur during cold start and transient conditions since a substantial fraction of the particulate emissions during a drive cycle occur at these times. Further optimization of the fuel management system for these conditions is important for reducing drive cycle emissions.
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公开(公告)号：US20220220908A1
公开(公告)日：2022-07-14
申请号：US17595675
申请日：2020-03-27
申请人： Hitachi Astemo, Ltd.
摘要： Provided is an internal combustion engine control unit that controls an engine by detecting combustion characteristics with a simple configuration robust to disturbance such as noise. Therefore, the internal combustion engine control unit (ECU 12) of the present embodiment includes a rotational speed calculation unit 122a that calculates a crank rotational speed of an internal combustion engine (engine 1); an extreme value timing calculation unit 122b that calculates an extreme value timing of the crank rotational speed calculated by the rotational speed calculation unit 122a; and a combustion state estimation unit (combustion phase calculation unit 122c) that estimates a combustion state based on the extreme value timing of the crank speed calculated by the extreme value timing calculation unit 122b.
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公开(公告)号：US11365701B2
公开(公告)日：2022-06-21
申请号：US17356660
申请日：2021-06-24
发明人： Masanao Idogawa , Takahiro Uchida , Koji Ichikawa , Hiroaki Mizoguchi , Takuya Okubo , Sohichi Imai , Hirokazu Andoh
摘要： An engine device includes an engine including an in-cylinder injection valve and a spark plug, an exhaust gas control device, and a controller. The controller is configured to perform a last fuel injection from the in-cylinder injection valve in an expansion stroke and to set a fuel injection amount for the last fuel injection in expansion stroke injection driving, based on a coolant start temperature, post-start time, and volumetric efficiency. The expansion stroke injection driving is a control that is performed by performing the ignition by the spark plug in synchronization with the fuel injection in the expansion stroke.
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公开(公告)号：US20220120252A1
公开(公告)日：2022-04-21
申请号：US17399517
申请日：2021-08-11
发明人： Hitoki SUGIMOTO
摘要： An internal combustion engine of a vehicle is equipped with a plurality of cylinders, and ignition devices provided for the cylinders respectively. The vehicle is mounted with an ECU. The ECU performs an ignition timing decision process for deciding a basic ignition timing of the ignition devices in accordance with a load of the internal combustion engine. The ECU performs a misfire determination process for determining that a misfire has occurred on a condition that the torque has decreased below a threshold set in advance. The ECU performs a retardation process for controlling an ignition timing toward a retardation side from the basic ignition timing when a state of the vehicle satisfies a condition determined in advance. A determination on the occurrence of a misfire based on a relationship in magnitude between the torque and the threshold is not made during the retardation process, in the misfire determination process.
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9.发明申请公开(公告)号：US20220120206A1
公开(公告)日：2022-04-21
申请号：US17423748
申请日：2019-12-09
发明人： Roman MESSING
摘要： An applied-ignition internal combustion engine includes first and second combustion chambers, an exhaust-gas system with an exhaust-gas purification system is disposed at the first and second combustion chambers, and an exhaust-gas manifold. An exhaust gas from a combustion of a fuel/air mixture firstly flows through the exhaust-gas manifold and subsequently flows through the exhaust-gas purification system. A first section of the exhaust-gas system from the first combustion chamber to the exhaust-gas purification system is cooled more than a second section of the exhaust-gas system from the second combustion chamber to the exhaust-gas purification system. The first combustion chamber is operated with a lean fuel/air mixture, the second combustion chamber is operated with a rich fuel/air mixture, and an overall exhaust-gas lambda value at an inlet into the exhaust-gas purification system is stoichiometric.
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公开(公告)号：US11274618B2
公开(公告)日：2022-03-15
申请号：US16763092
申请日：2018-11-27
申请人： Walbro LLC
发明人： Martin N. Andersson , Cyrus M. Healy , Dale P. Kus
摘要： In at least some implementations, a method of controlling a fuel-to-air ratio of a fuel and air mixture supplied to an engine, includes the steps of determining an engine deceleration event, determining the number of engine revolutions required for the engine speed to decrease from one speed threshold to another speed threshold, comparing the number of engine revolutions determined above against a revolution threshold, and making the fuel and air mixture richer if the number of engine revolutions determined above is greater than the revolution threshold. The method may also include determining if, before the engine stabilized at a stable engine speed (which may be an engine idle speed), the engine speed decreased below the stable engine speed as the engine decelerated to the stable engine speed from a speed above the stable engine speed, and making the fuel and air mixture leaner if the determination is affirmative.
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