Mitsubishi Jidosha Kogyo Kabushiki Kaisha

Ayatoshi Matsunaga

Shinichi Murata

Yasuo Yamaguchi

Daisuke Yoshika

Katsuhiro Tanaka

A fuel injection device for an internal combustion engine includes: a high/low pressure fuel system configured to inject fuel into cylinderstothrough an in-cylinder injector; and a low pressure fuel injection system configured to inject fuel into an intake manifoldthrough an intake path injector. An ECUincorporates: an idling stop/start unitthat stops the engine when an idling stop condition is satisfied, and restarts the engine when the idling stop condition is no longer satisfied; and a fuel injection control unitthat causes, after the idling stop condition is no longer satisfied, fuel remaining in the first fuel injection unit to be injected into the cylinder, before rotation of a crank shaftstarts, so that the engineis automatically restarted, and causes fuel injection to be started from the second fuel injection unit when predetermined condition is satisfied.

Fuel injection device for internal combustion engine

Upon request for start-up of an engine, a control apparatus controls the opening/closing action of a waste gate valve in accordance with the temperature Te of the engine before cranking and, if the temperature Te of the engine is equal to or lower than a first set temperature Te, sets the waste gate valve in an open state.

Control apparatus of engine

In a control apparatus of an engine having a first fuel injection valve for injecting fuel into an intake path of the engine, a second fuel injection valve for injecting fuel into a combustion chamber of the engine, a supercharger for supercharging intake air for the engine, and a waste gate valve for opening and closing an exhaust bypass passage for bypassing a turbine of the supercharger, the waste gate valve is controlled to act in an opening direction in accordance with an increase in the injection amount of fuel injected from the second fuel injection valve, in a region where the injection amount of fuel from the second fuel injection valve is larger than the injection amount of fuel from the first fuel injection valve.

In a control apparatus of an engine having a first fuel injection valve for injecting fuel into an intake path of the engine, a second fuel injection valve for injecting fuel into a combustion chamber of the engine, a supercharger for supercharging intake air for the engine, and a waste gate valve for opening and closing an exhaust bypass passage for bypassing a turbine of the supercharger, the waste gate valve is controlled to act in a closing direction in response to an increase in the injection amount of fuel injected from the first fuel injection valve, in a region where the injection amount of fuel from the first fuel injection valve is larger than the injection amount of fuel from the second fuel injection valve.

A control apparatus of an engine comprises: fuel injection control device that controlling injection amounts of fuel injected from a first fuel injection valve, which injects fuel into an intake path of the engine, and a second fuel injection valve, which injects fuel into a combustion chamber of the engine, in accordance with the operating state of the engine; and valve control device that changes the open/closed state of the waste gate valve in accordance with the injection amounts of fuel injected from the first fuel injection valve and the second fuel injection valve. The fuel injection control device increases the injection amount of fuel injected from the second fuel injection valve in accordance with an increase in the load or speed of the engine. The valve control device changes the open/closed state of the waste gate valve in the sequence of an opening direction, a closing direction, and an opening direction as the injection amount of fuel injected from the second fuel injection valve increases.

An engine with a variable valve device includes cylinders each provided with a plurality of intake valves, an outer camshaft for driving first intake cams, an inner camshaft arranged coaxially with the outer camshaft for driving second intake cams, and a cam phase change mechanism arranged at one end of the outer and inner camshafts and capable of varying the phase difference between the two camshafts. A first cam sensor for detecting the rotational angle of the outer camshaft and a second cam sensor for detecting the rotational angle of the inner camshaft are arranged close to the one end of the camshafts.

Internal combustion engine with variable valve device

In a variable valve actuation device for an internal combustion engine, a hollow boss () is fitted around the outer periphery of an outer camshaft () and protrudes from one side of a second cam () located opposite a first cam () in the width direction of the second cam over a distance greater than the width of the second cam, in order to suppress misalignment of the boss.

Variable valve actuation device for internal combustion engine

In an engine equipped with a variable valvetrain including a second cam phase alteration mechanismfor altering the phase of second intake camsactuating second intake valves, relative to a crankshaft, the second cam phase alteration mechanismis arranged at an end opposite to an end at which a cam sprocket is provided to receive power from the crankshaft, to be located outside a cylinder head, and an actuator coveris fixed to the cylinder headto cover at least a lower portion of the second cam phase alteration mechanism

Engine equipped with variable valvetrain

A variable valve device of the invention has a structure in which, as connecting means for connecting a movable camlocated in an outer periphery of an outer camshaftand an inner camshaftlocated inside the outer camshaft, there are provided a pin-like memberthat is movably inserted so as to penetrate the movable cam, the outer camshaftand the inner camshaftalong a diametrical direction of a shaft memberthat is formed by turnably encasing the inner camshaftin the outer camshaft, and an escape-preventing portiondisposed in the end portion of the pin-like member. The movable camand the inner camshaftare thus connected together while preventing large press-fit load and axial force from acting on components.

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Okazaki, Japan

Ayatoshi Matsunaga