Mitsubishi Jidosha Kogyo Kabushiki Kaisha

Mitsubishi Jidosha Kogyo K.k.

Dai Tanaka

Shigeo Yamamoto

Kazuyoshi Nakane

Hiromitsu Ando

Hiroaki Miyamoto

Jun Takemura

Koji Hata

Keisuke Nagakura

Kimihiko Sato

Yoshiya Inoue

Ryota Asakura

Joji Matsubara

Takayuki Shirota

Issei Nonaka

An auxiliary chamber type internal combustion engine includes a main chamber, an auxiliary chamber, a plurality of connecting passages connecting the main chamber with the auxiliary chamber, and an ignition plug configured to ignite a mixture introduced into the auxiliary chamber. The plurality of connecting passages include a first connecting passage having a first injection port and a second connecting passage having a second injection port. A flame generated in the auxiliary chamber is injected into the main chamber through the first and second injection ports. The first injection port is configured such that the flame propagates along a ridge line at which the plurality of inclined surfaces of the cylinder head intersect. The second connecting passage extends in a direction oriented to the piston with respect to the first connecting passage when viewed from a direction perpendicular to the cylinder axial direction.

Auxiliary chamber type internal combustion engine

A direct injection internal combustion engine employs a spray guided combustion method, wherein a fuel spray injected from a fuel injection valve is collected at an electrode section of a spark plug so that satisfactorily high combustion performance may be achieved even with a small amount of injected fuel. The engine includes spray control postsarranged on both sides of the spark plug, for guiding the fuel injected from the fuel injection valveto be directed toward the electrode sectionof the spark plug

Direct injection internal combustion engine

The invention provides an in-cylinder injection type internal combustion engine that is capable of controlling gas flow velocity in the vicinity of an ignition part of a spark plug and maintaining an air-fuel mixture suitable for ignition for a long time. The engine includes deflecting partsthat have a passagelocated on a wall face of a combustion chamber between an injection partand an ignition part, and deflect a portion of the fuel injected from the injection partto indirectly direct the fuel to the vicinity of the ignition part. Due to the above construction, there is a difference in reaching timing between direct and indirect routes, and moreover a flow velocity of gas that reaches the ignition part is reduced by fuel deflection. An air-fuel mixture suitable for ignition therefore remains in the vicinity of the ignition part for a long time.

In-cylinder injection type internal combustion engine

A spark plug () includes a plug body (), a center electrode (), a ground electrode () and injection control side poles (). The ground electrode has an end portion () opposing the end of the center electrode in a direction indicated by arrow A parallel to the axis of the plug body. A tip () of the ground electrode and a tip () of the injection control side poles () are positioned in substantially the same plane () perpendicular to the axis (C). The ground electrode () and the injection control side poles () are arranged at substantially regular intervals around the center electrode ().

Spark plug

In the top face of a piston (), there is formed a cavity () having a bottom surface () which slopes downward toward an exhaust side and which includes a raised part () extending from near the center of the bottom surface to an intake-side wall surface. The cavity guides fuel spray () which has been injected by an injector () and passed by an electrode part () of a spark plug (), to arrive near the electrode part of the spark plug again in the form of an air-fuel mixture ().

Direct-injection spark-ignition internal combustion engine

When an engine is in transitional operation, combustion is carried out by spray guide method. Further, when catalyst temperature T is high, namely, equal to or higher than a specified maximum temperature T, stratified charge combustion by spray guide method is carried out, and when the catalyst temperature T is low, namely, equal to or lower than a specified minimum temperature T, stratified charge combustion by wall guide method is carried out.

When an increase in a temperature of an exhaust-gas purifying catalyst device in an in-cylinder injection type internal combustion engine is demanded, a temperature-increase control section in an electronic control unit accomplishes stratified combustion by causing each fuel injection valve to inject fuel directly into the associated combustion chamber in a compression stroke in such a way that the air-fuel ratio of the internal combustion engine is in a vicinity of a stoichiometric air-fuel ratio. This allows the temperature of the exhaust-gas purifying catalyst device to be maintained or increased without increasing fuel consumption.

Cylinder injection type internal combustion engine

An electronic control unit ( ) for controlling an internal combustion engine drive executes a first operation mode for injecting a fuel in a suction stroke while making an air/fuel ratio feedback control, when a demand for improving output characteristics is made in a medium/high load drive state of the engine. In response to a demand for raising the temperature of a catalyst, moreover, the first operation mode is switched to a second operation mode in which the fuel is injected in a compression stroke while making an air/fuel ratio feedback control performing a predetermined air/fuel ratio in the vicinity of a stoichiometric air/fuel ratio as a target value. At the time of switching to each of these operation modes, moreover, the air/fuel ratio correction coefficient of the air/fuel ratio feedback is increased/decreased to promote a shift of the output turning point of an O sensor ( ) thereby to prevent such an instability of the air/fuel ratio control as is caused by the shift of the target air/fuel ratio accompanied with the switching to each operation mode. As a result, the temperature of an exhaust purifying catalyst ( ) is raised in the second operation mode for performing the compression stroke injection stably in the vicinity of the stoichiometric air/fuel ratio, so that the exhaust cleaning performance can be improved and so that the output characteristics can be improved by executing the first operation mode.

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Okazaki, Japan

Dai Tanaka