Abstract: There is provided an exhaust purification apparatus for an internal combustion engine in which a catalyst capable of adsorbing and oxidizing hydrocarbon is provided in an exhaust pipe, the exhaust purification apparatus including temperature detection means for detecting a temperature of the catalyst, estimation means for accumulating a time during which the temperature of the catalyst detected by the temperature detection means is equal to or less than a predetermined temperature, and estimating an amount of hydrocarbon adsorbed on the catalyst from the accumulated time, and control means for controlling fuel ejection of the internal combustion engine in a first ejection mode in which the temperature of the catalyst is increased to a temperature where hydrocarbons adsorbed on the catalyst are oxidized, in a case in which the amount of hydrocarbons estimated by the estimation means exceeds a predetermined upper limit.

Abstract: There is provided an exhaust purification apparatus for an internal combustion engine in which a catalyst capable of adsorbing and oxidizing hydrocarbon is provided in an exhaust pipe, the exhaust purification apparatus including temperature detection means for detecting a temperature of the catalyst, estimation means for accumulating a time during which the temperature of the catalyst detected by the temperature detection means is equal to or less than a predetermined temperature, and estimating an amount of hydrocarbon adsorbed on the catalyst from the accumulated time, and control means for controlling fuel ejection of the internal combustion engine in a first ejection mode in which the temperature of the catalyst is increased to a temperature where hydrocarbons adsorbed on the catalyst are oxidized, in a case in which the amount of hydrocarbons estimated by the estimation means exceeds a predetermined upper limit.

Abstract: Forced regeneration start timing of a diesel particulate filter for purifying particulate matter in exhaust gas is judged based on a comparison of a differential pressure across the diesel particulate filter with a predetermined differential pressure threshold across the filter. The predetermined differential pressure threshold is set by multiplying a reference differential pressure threshold by a coefficient which varies stepwise or continuously depending on a mileage of a vehicle after previous forced regeneration. Consequently, particulate matter can be removed by burning while the amount of particulate matter accumulated unevenly in the filter is still small, and excessive temperature rise in the filter resulting from excessive accumulation of particulate matter during forced regeneration and melting-loss of the filter due to excessive temperature rise can be prevented.

Abstract: Increase in combustion noise and deterioration of exhaust gas performance caused by inter-cylinder correction are prevented, and decrease in temperature rise performance of a diesel particulate removal device caused by inter-cylinder correction is prevented.

Abstract: An exhaust emission purification system having a controller performing exhaust temperature rise control including multistage delay injection control for raising the exhaust temperature, if the exhaust gas temperature is lower than a predetermined judgment temperature, and performing particulate matter combustion removal control including post injection control, if the exhaust gas temperature becomes equal to or higher than the predetermined judgment temperature, when forced regeneration of a diesel particulate filter is carried out. The multistage delay injection control is forbidden when an idle operation state of an internal combustion engine occurs for a predetermined judgment time and a power take-off device is operating.

Abstract: Increase in combustion noise and deterioration of exhaust gas performance caused by inter-cylinder correction are prevented, and decrease in temperature rise performance of a diesel particulate removal device caused by inter-cylinder correction is prevented.

Abstract: An exhaust emission purification system including a controller performing exhaust temperature rise control executing multistage delay injection control for raising the exhaust temperature, if the exhaust gas temperature is lower than a predetermined judgment temperature, and performing particulate matter combustion removal control executing post injection control, if the exhaust gas temperature becomes equal to or higher than the predetermined judgment temperature, when forced regeneration of a diesel particulate filter is carried out. Multistage delay injection control is forbidden when an idle operation state of an internal combustion engine is sustained for a predetermined judgment time and a power take-off is in operating state. The diesel particulate filter is thereby kept in a good state in a vehicle equipped for purifying particulate matter in exhaust gas by executing forced regeneration while avoiding variation in engine speed.

Abstract: In an exhaust emission purification method and an exhaust emission purification system where forced regeneration start timing of a DPF for purifying the PM (particulate matters) in exhaust gas is judged based on the comparison of a differential pressure across the DPF with a predetermined differential pressure threshold across the DPF, a differential pressure threshold (?Ps) across the DPF is set by multiplying a reference differential pressure threshold (?Ps0) across the DPF by a coefficient (?(?M)) which varies stepwise or continuously depending on the mileage (?M) of a vehicle after previous forced regeneration. Consequently, the PM can be removed by burning while the amount of PM accumulated unevenly in the DPF is still small, and excessive temperature rise in the DPF resulting from excessive accumulation of PM during forced regeneration and melting-loss of DPF due to excessive temperature rise can be prevented.

Abstract: A battery having a bundle of electrodes and separator which is made by winding a positive-electrode plate and a negative-electrode plate together with a separator therebetween, one of the positive- and negative-electrode plates being electrically connected to a power collecting body, the power collecting body being provided in and welded to an outer package can, wherein a welding portion of the outer package can and the power collecting body comprises a first layer and a second layer which are stacked in a thickness direction of the outer package can at the welding portion, and the second layer is in contact with a surface of the first layer and includes crystal grains that are minuter than crystal grains included in the first layer.

Abstract: A control device for an internal combustion engine comprising an EGR passage (22) for connecting an intake passage (17) and an exhaust passage (18) with each other, an EGR valve (24) provided in the EGR passage (22), and an intake throttle valve (19) provided in the intake passage (17) at an upstream side of the connection part with the EGR passage (22). The control device comprises operational state detection means for detecting an operational state of the internal combustion engine, first control means for controlling opening and closing of the intake throttle valve (19) and the EGR valve (24) to adjust intake air volume if the operational state detection means detects a normal operational state, and second control means for controlling the intake throttle valve (19) at a predetermined constant opening degree and for controlling opening and closing of the EGR valve (24) to adjust an intake air volume if the operational state detection means detects a predetermined operational state.

Abstract: A fuel injection control device includes an exhaust purification device for purifying an exhaust gas by catalytic action, an exhaust gas-temperature detection unit for detecting exhaust gas temperature, and a determination unit for determining the amount of the basic fuel injection and basic fuel injection timing from the operational status of a combustion engine, and a control unit for controlling the amount of the fuel injection and fuel injection timing. The control unit retards the fuel injection timing from the basic fuel injection timing when the exhaust gas temperature is lower than the temperature required for the catalytic activation of the exhaust purification device. The control unit also increases the amount of the fuel injection compared to the amount of the basic fuel injection to compensate for the loss of the torque output caused by the retarded fuel injection timing.

Abstract: An EGR control apparatus for a diesel engine which can stop EGR in advance of increase of a fuel injection quantity when acceleration of the engine comprises: EGR means (4) to adjust an EGR volume which is recirculated from an exhaust pipe (2) to an intake pipe (3); filter means (23) to carry out a smoothening-process to an accelerator opening degree detected by an accelerator opening degree sensor; injection quantity determination means (24) to determine a target fuel injection quantity to be injected from an injector (20), using the accelerator opening degree after smoothening-processed; and control means (25) to calculate a fuel injection quantity for judging EGR stop (Qcut), using the accelerator opening degree before smoothening-processed, to allow the EGR means (4) to carry out a decrease control for the EGR volume when the fuel injection quantity for judging EGR stop (Qcut) exceeds a predetermined threshold value (Hi).

Abstract: The present invention provides a fuel injection quantity control device for a diesel engine, having injection quantity determination unit for determining the required fuel injection quantity based on the accelerator opening degree and engine revolution speed. The device comprising control unit for conducting a minimum cut-off control. With the present invention, the generation of white smoke during injection restart following the fuel injection cut-off can be prevented merely by controlling the injection quantity, without using a separate device.

Abstract: A fuel injection quantity control device includes: vehicle speed detection unit; gear position detection unit; engine revolution speed detection unit; accelerator opening degree detection unit; target acceleration value computation unit for finding a basic target acceleration value corresponding to the difference between the set limit vehicle speed and an actual vehicle speed and an upper limit value and lower limit value of the basic target acceleration value for each gear position in a map, limiting the basic target acceleration value with the upper limit value and lower limit value, and determining a target acceleration value; basic fuel injection quantity for vehicle speed limit computation unit for determining a basic fuel injection quantity for vehicle speed limit by feedback computation from the difference between the determined target acceleration value and the actual acceleration value; an accelerator required injection quantity computation unit for computing an accelerator required injection quantit

Abstract: A fuel injection control device includes an after treatment device for purifying exhaust gas by the action of a catalyst, an exhaust gas temperature detector for detecting the exhaust gas temperature, and a controller for controlling the fuel injection quantity and fuel injection timing. The controller executes an exhaust gas temperature increase control by post-injection when the exhaust gas temperature detected by exhaust gas temperature detection means is less than the activity temperature of the catalyst in the after treatment device.

Abstract: A battery having a bundle of electrodes and separator which is made by winding a positive-electrode plate and a negative-electrode plate together with a seperator therebetween, one of the positive- and negative-electrode plates being electrically connected to a power collecting body, the power collecting body being provided in and welded to an outer package can, wherein a welding portion of the outer package can and the power collecting body comprises a first layer and a second layer which are stacked in a thickness direction of the outer package can at the welding portion, and the second layer is in contact with a surface of the first layer and includes crystal grains that are minuter than crystal grains included in the first layer.

Abstract: A control device for an internal combustion engine comprising an EGR passage (22) for connecting an intake passage (17) and an exhaust passage (18) with each other, an EGR valve (24) provided in the EGR passage (22), and an Intake throttle valve (19) provided in the intake passage (17) at an upstream side of the connection part with the EGR passage (22). The control device comprises operational state detection means for detecting an operational state of the internal combustion engine, first control means for controlling opening and closing of the intake throttle valve (19) and the EGR valve (24) to adjust intake air volume if the operational state detection means detects a normal operational state, and second control means for controlling the intake throttle valve (19) at a predetermined constant opening degree and for controlling opening and closing of the EGR valve (24) to adjust an intake air volume if the operational state detection means detects a predetermined operational state.

Abstract: An EGR control apparatus for a diesel engine which can stop EGR in advance of increase of a fuel injection quantity when acceleration of the engine comprises: EGR means (4) to adjust an EGR volume which is recirculated from an exhaust pipe (2) to an intake pipe (3); filter means (23) to carry out a smoothening-process to an accelerator opening degree detected by an accelerator opening degree sensor; injection quantity determination means (24) to determine a target fuel injection quantity to be injected from an injector (20), using the accelerator opening degree after smoothening-processed; and control means (25) to calculate a fuel injection quantity for judging EGR stop (Qcut), using the accelerator opening degree before smoothening-processed, to allow the EGR means (4) to carry out a decrease control for the EGR volume when the fuel injection quantity for judging EGR stop (Qcut) exceeds a predetermined threshold value (Hi).

Abstract: The common rail fuel injection control device in accordance with the present invention computes a base duty (A) equivalent to a base target opening degree of a metering valve and a correction coefficient (B) based on the engine operation state, adds the value obtained by multiplying an oscillation duty (C) which oscillates periodically by the correction coefficient (B) to the base duty (A), and determines the final duty (D) equivalent to a final target opening degree of the metering valve.

Abstract: The detected values of a common rail pressure that were detected by a pressure sensor are read within crank angle periods ?t which are at least not more than half of a pumping cycle ?T of a supply pump, the values detected within one pumping cycle preceding a reading time (for example, S(1), S(0), . . . S(?4)) are averaged during each of the reading times, and the value thus obtained (for example, Pav(1)) is used as a common rail pressure after averaging processing, which is a representative value or a control value of the actual common rail pressure. The feedback control of common rail pressure is executed by using the values of common rail pressure after averaging processing thus computed by moving averaging. Consequently, the actual common rail pressure is converted into values suitable for control, and the feedback control of common rail pressure is executed with higher accuracy.