Abstract: A fuel injection device is provided with reduced adherence of fuel spray with respect to an intake valve, a wall surface in an engine cylinder, or a piston. The fuel injection device includes a valve body and a seat surface to perform sealing of fuel cooperatively and injection holes. Inlet opening surfaces are formed on the seat surface. A first injection hole and a second injection hole arranged closest to the first injection hole. The first injection hole is larger than the second injection hole in an injection hole angle to be an angle formed by a normal direction of the seat surface and a center axis of the injection hole. The second injection hole is larger than the first injection hole in an area of a cross-section perpendicular to the center axis of the injection hole.

Abstract: In view of the foregoing issues, an object of the present invention is to provide a vehicle control device that reduces the constraints of heat generation and charging time of a booster circuit, and decreases favorably the fuel consumption and exhaust emission of an engine. A vehicle control device installed in a vehicle, the device includes: a battery; a high-voltage battery that has a voltage higher than a voltage of the battery; and a fuel injection device that injects fuel into an internal combustion engine, wherein the vehicle control device includes a control unit that determines whether to supply a drive current to the fuel injection device by the battery or supply a drive current to the fuel injection device by the high-voltage battery, and controls the fuel injection device.

Abstract: The purpose of the present invention is to provide a drive device that improves the precision of injection quantities by stabilizing the behavior of a valve body 214 under the condition that a valve body reaches a height position lower than a maximum height position and making the injection pulse width and the injection quantity gradient small.

Abstract: 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.

Abstract: 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 (211) boosts a first voltage supplied from a battery (201), and supplies a boosted second voltage to a fuel injection device (214). Switches (212, 213) switch the second voltage supplied to the fuel injection device from the booster circuit on and off. Computation devices (204, 207) 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.

Abstract: 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.

Abstract: An object of the present invention is to provide a fuel injection device in which fuel sprays hardly adhere to an intake valve, a wall surface in an engine cylinder, or a piston.

Abstract: 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.

Abstract: In view of the foregoing issues, an object of the present invention is to provide a vehicle control device that reduces the constraints of heat generation and charging time of a booster circuit, and decreases favorably the fuel consumption and exhaust emission of an engine. A vehicle control device installed in a vehicle, the device includes: a battery; a high-voltage battery that has a voltage higher than a voltage of the battery; and a fuel injection device that injects fuel into an internal combustion engine, wherein the vehicle control device includes a control unit that determines whether to supply a drive current to the fuel injection device by the battery or supply a drive current to the fuel injection device by the high-voltage battery, and controls the fuel injection device.

Abstract: 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.

Abstract: 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 (211) boosts a first voltage supplied from a battery (201), and supplies a boosted second voltage to a fuel injection device (214). Switches (212, 213) switch the second voltage supplied to the fuel injection device from the booster circuit on and off. Computation devices (204, 207) 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.

Abstract: The purpose of the present invention is to provide a drive device that improves the precision of injection quantities by stabilizing the behavior of a valve body 214 under the condition that a valve body reaches a height position lower than a maximum height position and making the injection pulse width and the injection quantity gradient small.

Abstract: The purpose of the present invention is to provide a control means which, with respect to injection control of a fuel injection valve, reduces deviation between an injection quantity of fuel injected by the fuel injection valve and a target value, the deviation being caused due to a pressure in a combustion chamber, as an injection timing in a compression stroke of an engine is retarded. The present invention pertains to a fuel injection valve that performs a plurality of injections in one engine cycle, and performs control in such a manner that injection pulse signals and are transmitted to a drive circuit, and from the drive circuit for the fuel injection valve that outputs drive current waveforms for fuel injection, the injection pulse signal in the compression stroke when the injection timing is retarded is shortened.

Abstract: A first object of the invention is to reduce an exhaust gas in a lean burn area which is expanded by a supercharging, in a direct gasoline injection type internal combustion engine provided with a turbocharger. A second object of the invention is to prevent a knocking and a misfire at a time of self ignition combustion. The invention is used for the direct gasoline injection type internal combustion engine provided with the turbocharger. In order to achieve the first object, a combustion mode is switched from a stratified combustion mode to a self ignition combustion mode at a time when a suction pressure of the engine is equal to or more than an atmospheric pressure. Further, in order to achieve the second object, an ignition timing is set to a range between a top dead center and 10 degrees after the top dead center (0 to 10 (ATDC)) at a time of operating an engine in accordance with a self ignition combustion mode.

Abstract: A first object of the invention is to reduce an exhaust gas in a lean burn area which is expanded by a supercharging, in a direct gasoline injection type internal combustion engine provided with a turbocharger. A second object of the invention is to prevent a knocking and a misfire at a time of self ignition combustion. The invention is used for the direct gasoline injection type internal combustion engine provided with the turbocharger. In order to achieve the first object, a combustion mode is switched from a stratified combustion mode to a self ignition combustion mode at a time when a suction pressure of the engine is equal to or more than an atmospheric pressure. Further, in order to achieve the second object, an ignition timing is set to a range between a top dead center and 10 degrees after the top dead center (0 to 10 (ATDC)) at a time of operating an engine in accordance with a self ignition combustion mode.