Abstract: It is an object of the present invention to provide a communication protocol converter system, which can handle a plurality of communication protocols. Communication protocol set information for an electronic control device 101 set by a personal computer 106 is sent to a variable protocol converter means 108a in an interface device 107. The variable protocol converter means 108a changes a communication protocol control program based on the communication protocol set information.

Abstract: A cylinder identifying system for an internal combustion engine enables fuel injection and ignition controls for individual cylinders to be speedily performed upon starting of engine. A cylinder identifying means (10) operating on the basis of a crank angle signal (SGT) and a cam signal (SGC) includes a pulse signal number storage means (12) for dividing an ignition control period of each cylinder into plural subperiods for counting for storage signal numbers of specific pulses generated over plural subperiods, and a subperiod discriminating means (14) for determining discriminatively a sequential order of the plural subperiods on the basis of combinations of the numbers of the specific pulses generated during the plural subperiods. The combinations of the numbers of specific pulses generated during the plural subperiods differ one another correspondingly to the plural subperiods independently from the start points thereof.

Abstract: A fuel injection control system of low cost for a cylinder injection type internal combustion engine, which system is capable of preventing degradation of fuel injection quantity accuracy which may be brought about by disturbances such as change of a battery voltage, change of resistance of a plunger coil of the fuel injection valve (1) and change of the fuel pressure (Fp) acting on the fuel injection valve (1) which may occur in the course of overexcitation driving of the fuel injection valve (1) at a battery voltage, to thereby allow the fuel injection quantity control to be secured for the fuel injection valve (1) over an extended range.

Abstract: In order to suppress the quantity of the nitrogen oxide to be released to the atmosphere when the operation state is shifted from the engine operation with lean air fuel ratio to that with stoichiometric air fuel ratio, the exhaust gas purification apparatus is arranged such that by forced rich operation, when the operation state is shifted from the engine operation with lean air fuel ratio to that with stoichiometric air fuel ratio, the operation state is shifted to the engine operation with stoichiometric air fuel ratio after performing that with rich air fuel ratio.

Abstract: Fuel injection control apparatus for direct injection type internal combustion engine controls timing of end of fuel injection so as to be capable of controlling fuel injection volume precisely without raising fuel pressure. The apparatus comprises crank angle sensor 16 detecting rotational angle of internal combustion engine, fuel injection valve 4 directly injecting fuel to combustion chamber, fuel pump 19 supplying fuel to said fuel injection valve 4 whereby supply pressure of fuel is set equal to or less than the maximum cylinder pressure during motoring of internal combustion engine 1, and control means 22 for controlling open or close timing of said fuel injection valve 4 to control fuel injection amount and fuel injection duration and judging timing of closing of the intake valve 9 of inner combustion engine 1 from the rotational angle output of crank angle sensor 16 and controlling fuel injection timing to close fuel injection valve 4 not later than the closing of intake valve 9.

Abstract: A device for controlling the rise of the catalyst temperature in an internal combustion engine, capable of quickly raising the catalyst temperature at the start to satisfy the exhaust gas regulations to a sufficient degree.

Abstract: A valve timing control system for accelerating activation of a catalytic converter in an internal combustion engine in a cold starting operation mode. The system includes actuators (15, 16) coupled to cam shafts (15C, 16C), hydraulic pressure supply units (19, 20) for driving the actuators (15; 16), and a controller (21A) for controlling a hydraulic pressure for the actuators (15, 16) in dependence on engine operation states to change phase of the cam shafts (15C; 16C) relative to a crank shaft. The actuator (15; 16) includes a locking mechanism (155, 157) for setting the relative phase to a lock-up position, and an unlocking mechanism (156) for releasing the locking mechanism in En response to a predetermined hydraulic pressure. The controller (21A) sets the relative phase to the lock-up position in a starting operation, while controlling the relative phase to be advanced in an engine state succeeding to the starting operation.

Abstract: A valve timing control system for accelerating activation of a catalytic converter in an internal combustion engine in a cold starting operation mode. The system includes actuators (15, 16) coupled to cam shafts (15C, 16C), hydraulic pressure supply units (19, 20) for driving the actuators (15; 16), and a controller (21A) for controlling a hydraulic pressure for the actuators (15, 16) in dependence on engine operation states to change phase of the cam shafts (15C; 16C) relative to a crank shaft. The actuator (15; 16) includes a locking mechanism (155, 157) for setting the relative phase to a lock-up position, and an unlocking mechanism (156) for releasing the locking mechanism in response to a predetermined hydraulic pressure. The controller (21A) sets the relative phase to the lock-up position in a starting operation, while controlling the relative phase to be retarded in an engine state succeeding to the starting operation.

Abstract: The fuel injection control device includes a revolution detecting unit for detecting revolution of an internal combustion engine, an injector for injecting fuel into the internal combustion engine, and a fuel injection control unit for controlling the injection of fuel of the injector. The fuel injection control unit includes an engine-start-completion detecting unit for detecting whether or not the internal combustion engine has started, and a fuel-injection-amount correcting unit for correcting the amount of fuel to be injected, after the engine has started, by an amount of fuel for correction obtained by considering the amount of fuel remaining uncombusted when starting the engine and in accordance with one of the frequency of fuel injection, revolution of the internal combustion engine, and the elapse of time.

Abstract: A control system for an internal combustion engine equipped with an automatic transmission capable of performing controls of the engine at a minimum fuel-performance cost or fuel consumption even in a nonlock-up state by correcting a target driving power so as to conform with a transmission efficiency of the automatic transmission.

Abstract: A cylinder identifying system for an internal combustion engine capable of establishing a complicated cam signal pulse pattern without need for setting specific periods for cylinder identification while enhancing control performance by reducing a crank rotation angle required for cylinder identification. A cylinder identifying means (10) for identifying discriminatively individual cylinders on the basis of a crank angle pulse signal (SGT) and a cam pulse signal (SGC) includes a pulse signal number storage means (12) for counting for storage signal numbers of specific pulses generated over a plurality of subperiods which are defined by dividing an ignition control period for each of the individual cylinders into plural subperiods, and an information series storage means (15) for storing information series each composed of a combination of the signal numbers generated during plural subperiods, respectively. The individual cylinders are identified on the basis of the information series.

Abstract: A valve timing control system for accelerating activation of a catalytic converter in an internal combustion engine in a cold starting operation mode. The system includes actuators (15, 16) coupled to cam shafts (15C, 16C), hydraulic pressure supply units (19, 20) for driving the actuators (15; 16), and a controller (21A) for controlling a hydraulic pressure for the actuators (15, 16) in dependence on engine operation states to change phase of the cam shafts (15C; 16C) relative to a crank shaft. The actuator (15; 16) includes a locking mechanism (155, 157) for setting the relative phase to a lock-up position, and an unlocking mechanism (156) for releasing the locking mechanism in response to a predetermined hydraulic pressure. The controller (21A) sets the relative phase to the lock-up position in a starting operation, while controlling the relative phase to be advanced in an engine state succeeding to the starting operation.

Abstract: A valve timing control system for accelerating activation of a catalytic converter in an internal combustion engine in a cold starting operation mode. The system includes actuators (15, 16) coupled to cam shafts (15C, 16C), hydraulic pressure supply units (19, 20) for driving the actuators (15; 16), and a controller (21A) for controlling a hydraulic pressure for the actuators (15, 16) in dependence on engine operation states to change phase of the cam shafts (15C; 16C) relative to a crank shaft. The actuator (15; 16) includes a locking mechanism (155, 157) for setting the relative phase to a lock-up position, and an unlocking mechanism (156) for releasing the locking mechanism in response to a predetermined hydraulic pressure. The controller (21A) sets the relative phase to the lock-up position in a starting operation, while controlling the relative phase to be retarded in an engine state succeeding to the starting operation.

Abstract: In order to suppress the quantity of the nitrogen oxide to be released to the atmosphere when the operation state is shifted from the engine operation with lean air fuel ratio to that with stoichiometric air fuel ratio, the exhaust gas purification apparatus is arranged such that by means of the forced rich operation means, when the operation state is shifted from the engine operation with lean air fuel ratio to that with stoichiometric air fuel ratio, the operation state is shifted to the engine operation with stoichiometric air fuel ratio after performing that with rich air fuel ratio.

Abstract: A cylinder identifying system for an internal combustion engine capable of establishing a complicated cam signal pulse pattern without need for setting specific periods for cylinder identification while enhancing control performance by reducing a crank rotation angle required for cylinder identification. A cylinder identifying means (10) for identifying discriminatively individual cylinders on the basis of a crank angle pulse signal (SGT) and a cam pulse signal (SGC) includes a pulse signal number storage means (12) for counting for storage signal numbers of specific pulses generated over a plurality of subperiods which are defined by dividing an ignition control period for each of the individual cylinders into plural subperiods, and an information series storage means (15) for storing information series each composed of a combination of the signal numbers generated during plural subperiods, respectively. The individual cylinders are identified on the basis of the information series.

Abstract: A cylinder identifying system for an internal combustion engine enables fuel injection and ignition controls for individual cylinders to be speedily performed upon starting of engine. A cylinder identifying means (10) operating on the basis of a crank angle signal (SGT) and a cam signal (SGC) includes a pulse signal number storage means (12) for dividing an ignition control period of each cylinder into plural subperiods for counting for storage signal numbers of specific pulses generated over plural subperiods, and a subperiod discriminating means (14) for determining discriminatively a sequential order of the plural subperiods on the basis of combinations of the numbers of the specific pulses generated during the plural subperiods. The combinations of the numbers of specific pulses generated during the plural subperiods differ one another correspondingly to the plural subperiods independently from the start points thereof.

Abstract: Fuel injection control apparatus for direct injection type internal combustion engine controls timing of end of fuel injection so as to be capable of controlling fuel injection volume precisely without raising fuel pressure. The apparatus comprises crank angle sensor 16 detecting rotational angle of internal combustion engine, fuel injection valve 4 directly injecting fuel to combustion chamber, fuel pump 19 supplying fuel to said fuel injection valve 4 whereby supply pressure of fuel is set equal to or less than the maximum cylinder pressure during motoring of internal combustion engine 1, and control means 22 for controlling open or close timing of said fuel injection valve 4 to control fuel injection amount and fuel injection duration and judging timing of closing of the intake valve 9 of inner combustion engine 1 from the rotational angle output of crank angle sensor 16 and controlling fuel injection timing to close fuel injection valve 4 not later than the closing of intake valve 9.

Abstract: An exhaust gas purifier for an internal combustion engine which is capable of detecting the deterioration degree of an NOx catalyst making use of a time elapsed from the time when the air-fuel ratio of exhaust gas flowing into an NOx absorber catalyst is made rich to the time when the air-fuel ratio of exhaust gas flowing out from the NOx absorber catalyst becomes rich. When the time required for a change in the output level of an air-fuel ratio sensor is shorter than a predetermined time, the time required for the change in the output level of the air-fuel ratio sensor is lengthened by reducing the rich degree at the time of rich operation, thereby judging the deterioration degree of the NOx absorber catalyst with accuracy.

Abstract: To provide a fuel property judgement device for an internal combustion engine, in which, without increasing costs, fuel property is judged earlier and an optimum control suitable for the fuel property is carried out earlier whereby the predicted degradation of the controllability at the time of starting operation, caused by the difference in fuel property, immediately after the start and during a transient period may be prevented, there are provided a unit for detecting an initial combustion at the time of starting operation of the internal combustion engine, a unit for counting a turn-on number of a crank angle signal until the initial combustion is detected, a unit for setting a standard number, a unit for comparing the turn-on number with the standard number, and a unit for determining the fuel property on the basis of a comparison result.

Abstract: An exhaust gas purifier for an internal combustion engine which is capable of detecting the deterioration degree of an NOx catalyst making use of a time elapsed from the time when the air-fuel ratio of exhaust gas flowing into an NOx absorber catalyst is made rich to the time when the air-fuel ratio of exhaust gas flowing out from the NOx absorber catalyst becomes rich.