Honda Motor Co., Ltd.

Haruya Kitano

Masanobu Takazawa

Hidekazu Hironobu

Susumu Nakajima

Taiki Katayama

Takeshi Ueno

Yuichiro Joh

Yasuhiro Okura

Hiromitsu Hirano

Kenji Hirose

Masaki Ueno

Hiroaki Sato

Masahiro Takeuchi

Seiichi Hosogai

Mitsuhiro Iwadare

Tatsuo Yamanaka

Hiroshi Hanabusa

Naoki Yokoyama

Shun Tanaka

Yasuhiro Motohashi

Masayoshi Takahashi

An internal combustion engine includes a cylinder, a piston, a crankshaft, a cylinder igniter, an intake passage, a fuel supplier, an exhaust passage, a catalytic converter disposed in the exhaust passage, an exhaust igniter that is disposed upstream of the catalytic converter in the exhaust passage and s generates a spark in the interior of the exhaust passage, and a controller that controls a preheating process for heating the catalytic converter by controlling supply of the air-fuel mixture to the exhaust passage and ignition of the air-fuel mixture by the exhaust igniter. The internal volume of the exhaust passage from the cylinder to an installation position of the exhaust igniter is equal to or less than a volume of the air-fuel mixture discharged from the cylinder in one exhaust stroke in the exhaust passage.

Internal combustion engine

An exhaust gas purification apparatus includes: a catalyst device that is provided in an exhaust passage of an internal combustion engine; an exhaust ignition device that is provided upstream of the exhaust passage from the catalyst device; and a controller that controls a treatment of heating the catalyst device by adjusting supply of the air-fuel mixture to a region of the exhaust passage where the exhaust ignition device is provided and ignition of the air-fuel mixture by the exhaust ignition device, the controller includes an equivalence ratio setting unit that sets a target value of an equivalence ratio of the air-fuel mixture to a first equivalence ratio larger than 1 until a predetermined first time elapses from a start of supply of the fuel and sets the target value of the equivalence ratio of the air-fuel mixture to a second equivalence ratio smaller than 1 after the first time elapses.

Exhaust gas purification apparatus

A control device of a vehicle capable of improving acceleration responsiveness and suppressing increase in the NOx emission amount when a required torque is increased during a steady lean operation. A target air-fuel ratio (AFCMD) is set according to an accelerator pedal operation of a driver. When the driver depresses an accelerator pedal to make an acceleration request during the lean operation, in which the AFCMD is set to a predetermined lean air-fuel ratio (AFLN), air-fuel ratio reduction control is executed to reduce the AFCMD according to the acceleration request. In the air-fuel ratio reduction control, when the AFCMD calculated according to a required torque (TRQCMD) is smaller than a limit air-fuel ratio (AFLMT), the AFCMD is set to the AFLMT, and the AFLMT is set to a value smaller than the AFLN set in a steady state of the lean operation and larger than a theoretical air-fuel ratio (AFST).

Control device of vehicle

A control device for an internal combustion engine includes an air-fuel ratio controller to execute a stoichiometric operation in which an air-fuel ratio of an air-fuel mixture in a combustion chamber of the internal combustion engine is set to a stoichiometric air-fuel ratio and a lean operation in which the air-fuel ratio is set to an air-fuel ratio leaner than the stoichiometric air-fuel ratio. A ignition timing controller is to calculate at least one ignition timing control parameter based on a laminar combustion velocity and to control an ignition plug provided in the combustion chamber to ignite based on the at least one ignition timing control parameter in a transitional state between the stoichiometric operation and the lean operation.

Control device for internal combustion engine

A controller for an internal combustion engine includes a detector and a processor. The detector detects a combustion condition of a gas in a cylinder of the internal combustion engine. The processor is configured to calculate a fuel ratio in the gas in the cylinder. The processor is configured to calculate a target combustion condition according to the fuel ratio. The processor is configured to calculate an ignition timing such that the combustion condition detected by the detector becomes equal to the target combustion condition.

Controller for internal combustion engine and control method for internal combustion engine

A direct fuel injection internal combustion engine having an injector for directly injecting fuel into a combustion chamber thereof is provided. The engine is configured so that a tumble flow is generated in the combustion chamber. A fuel injection by the injector can be performed in a first injection mode and a second injection mode, the first injection mode being a mode in which the fuel injection is completed after the tumble flow is generated, and the second injection mode being a mode in which the fuel injection is completed before the tumble flow is generated. The fuel injection of the first injection mode is performed before completion of the warming-up of the engine, and the fuel injection of the second injection mode is performed after completion of the warming-up of the engine.

Direct fuel injection internal combustion engine

A direct injection internal combustion engine has an injector for directly injecting fuel into a combustion chamber. A first fuel injection, a second fuel injection, and a third fuel injection are performed in one combustion cycle of the engine when a temperature of the engine is equal to or lower than a predetermined temperature. The second fuel injection is completed in a near-bottom dead center range of 160 deg. to 200 deg. after the top dead center at which the intake stroke starts, the first fuel injection is performed in a range which is set on the advance side of the near-bottom dead center range, and the third fuel injection is performed in a range which is set on the retard side of the near-bottom dead center range. The first and third fuel injections are completed in a range from 90 deg. to 270 deg. after the top dead center.

Direct injection internal combustion engine

An internal-combustion engine includes a cylinder, a piston, a spark plug, and a fuel injection valve. The piston includes a top surface and a cavity provided in the top surface. The cavity includes a bottom surface, a vertical wall, a first sidewall, and a second sidewall. The fuel injection valve includes a plurality of injection ports from which a plurality of fuel mists are to be obliquely injected toward the top surface of the piston in respectively different directions at a predetermined crank angle in a compression stroke. The cavity extends from a position close to a center of the piston toward the fuel injection valve when viewed from above the top surface of the piston. The first and second sidewalls extend toward the fuel injection valve when viewed from above the top surface of the piston.

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Wako, Japan

Haruya Kitano