Nissan Motor Company Limited

Renault S.a.s.

New H Powertrain Holding, S.l.u.

Hirofumi Tsuchida

Daisuke Suzuki

Koji Hiraya

Akira Tayama

Toshikazu Shiino

Isamu Hotta

Takayuki Hamamoto

Daisuke Takaki

Keiji Okada

Shunichi Aoyama

Kengo Yonekura

Kenji Suzuki

Daisuke Tanaka

Kenshi Ushijima

Makoto Kobayashi

Masayuki Tomita

Mitsuhiro Akagi

Masatomo Kakuyama

Osamu Matsuno

Shigeaki Kakizaki

Taisuke Shiraishi

Kazuhiko Kanetoshi

Ayumi Komiya

Kazuhiko Sugawara

Takashi Aoyama

Ryosuke Hiyoshi

Yutaka Matayoshi

Takeshi Tsuyuki

Toshiaki Tanaka

Kazuhiro Doi

Eiji Takahashi

Akihiko Kakuho

Naoki Takahashi

Mikio Matsumoto

Masahiro Fukuzumi

Hiroyuki Kanesaka

Akira Oyamada

Kouji Ishihara

Sumio Hirao

Toshiya Kono

Kaname Naganuma

Naoki Honda

Koji Ishihara

Shunsuke Shigemoto

Yuta Ishigaki

Satoshi Samejima

Tarou Yokoi

Bunichiro Fujii

Takayuki Sui

Katsuhito Takahashi

A control method and a control device for controlling a spark-ignition internal combustion engine that is equipped with a turbocharger and an exhaust gas recirculation device. The operation of the engine is carried out to perform a stoichiometric air-fuel ratio by performing exhaust gas recirculation even in a high-load range including a maximum-output operation point. When the maximum output operation point is required, intake air information such as atmospheric pressure and outside air temperature is used as a basis to calculate intake air density, which is compared with a predetermined density threshold. When the intake density is equal to or less than the density threshold at a high-altitude location or the like, an exhaust gas recirculation rate is set to 0. As a result, the maximum output can be higher than when exhaust gas recirculation is performed.

Control method and control device for internal combustion engine

An EGR valve is provided in an EGR passage circulating a part of an exhaust gas of an exhaust pipe in an intake pipe as an EGR gas, the EGR valve adjusting an EGR gas amount flowing in the EGR passage when an engine is in an EGR region, a differential pressure device is provided in the intake pipe, the differential pressure device adjusting a differential pressure of the EGR valve, a control unit is provided to control the EGR valve and the differential pressure device, and the EGR control method includes switching whether to adjust the EGR gas amount using the EGR valve and the differential pressure device or to adjust the EGR gas amount using the EGR valve only on the basis of an exhaust gas pressure of an inlet portion of the EGR passage.

EGR control method and EGR controller

A catalytic converter is provided with: an inlet-side diffuser part; an outlet-side diffuser part; a case including an upstream-side cylindrical part and a downstream-side cylindrical part; an inner liner provided in the upstream-side cylindrical part; a first catalyst retained inside the inner liner; and a second catalyst retained inside the downstream-side cylindrical part. An end face of the second catalyst faces a peripheral surface of the inner liner. An annular flow path is provided between the upstream-side cylindrical part and the inner liner, and the first catalyst is insulated from heat by the annular flow path. A part of exhaust flows into the second catalyst via the annular flow path.

Catalytic converter

During a transient period, the opening degree of a throttle valve (throttle opening degree) is varied from a steady-period target throttle opening degree in a region Atoward a valve closing side by a predetermined amount &#x394;P, and is thereafter controlled so as to become a steady-period target throttle opening degree in the region A. The transient period is a transient period in which the operation state is shifted from a region Bin which an air-fuel ratio in a supercharged state becomes a predetermined lean air-fuel ratio to a region Ain which the air-fuel ratio in a non-supercharged state becomes a predetermined rich air-fuel ratio richer than the lean air-fuel ratio. In this transient period, by reducing the air amount in a cylinder, the combustion torque of an internal combustion engine is suppressed, and consequently; a torque overshoot can be suppressed.

Internal combustion engine control method and internal combustion engine control device

A control method for an internal combustion engine including: setting a target valve opening degree of the first throttle valve in accordance with a load, sensing a valve opening degree of the second throttle valve, judging whether or not the valve opening degree of the second throttle valve is an opening degree on a closing side relative to a predetermined set valve opening degree, and correcting the valve opening degree of the first throttle valve to the opening degree on the closing side relative to the target valve opening degree when it is judged that the valve opening degree of the second throttle valve is the opening degree on the closing side relative to the predetermined set valve opening degree.

Method for controlling internal combustion engine and device for controlling internal combustion engine

An intake control method for an internal combustion engine equipped with a low-pressure EGR system includes setting a target intake pressure, which is a target value of an intake pressure in an intake passage between a negative pressure generating valve and an intake throttle valve, necessary for performing EGR control in a state of an exhaust pressure determined for each operating point, setting a target total opening area, which is a sum of a target opening area of an EGR valve and a target opening area of the negative pressure generating valve, on the basis of the target intake pressure, a target fresh air amount, and a target EGR gas amount, setting a target EGR valve opening area, which is an opening area of the EGR valve for achieving the target EGR gas amount, assuming that the negative pressure generating valve is fully open, and setting a value obtained by subtracting the target EGR valve opening area from the target total opening area to be a target negative pressure generating valve opening area, which is a target value of an opening area of the negative pressure generating valve.

Intake control method and intake control device for internal combustion engine

A basic opening (A0) of an EGR control valve () is set, based on a current engine operation state. A differential pressure (&#x394;P1) across the EGR control valve () is calculated, based on an actual exhaust system temperature (T1) sensed by an exhaust temperature sensor (). A reference differential pressure (&#x394;P0) is calculated, which is a differential pressure across the EGR control valve () in a steady state corresponding to the current engine operation state. A reference pulsation amplitude (D) is calculated, which is an amplitude of pulsation of the reference differential pressure (&#x394;P0). The basic opening (A0) is corrected, based on the differential pressure (&#x394;P1), the reference differential pressure (&#x394;P0), and the reference pulsation amplitude (D).

Engine control method and control device

An exhaust gas recirculation control device controls an exhaust gas recirculation device that includes an exhaust gas recirculation passage adapted to circulate a portion of exhaust gas of an internal combustion engine from an exhaust passage downstream of a turbine of a turbo supercharger along an exhaust flow to an intake passage upstream of a compressor of the turbo supercharger along an intake flow and downstream of an air flow meter along the intake flow, and a recirculation control valve adapted to adjust an amount of exhaust gas circulated to the intake passage. Furthermore, the exhaust gas recirculation control device includes recirculation ratio setting means adapted to set a lower target recirculation ratio for a smaller intake air amount of the internal combustion engine.

Exhaust gas recirculation control device and exhaust gas recirculation control method

An EGR control device includes an estimate EGR ratio calculating portion adapted to calculate an estimate EGR ratio from a fresh air flow amount at a joining portion with the EGR passage of an intake passage and an EGR gas amount passing through the EGR valve, and a joining portion EGR ratio estimating portion adapted to correct an estimate EGR ratio on the basis of a gaseous state inside the introduction passage when the EGR valve switches from a closed state to an open state, to calculate a joining portion EGR ratio being a proportion of an EGR gas amount with respect to fresh air in the joining portion.

EGR control device and EGR control method

In a case where a driving state is switched from a high load to a low load in a non-turbo charge region and an external EGR is stopped, at a timing Tat which an EGR control valve () is closed, a valve overlap quantity between an intake valve and an exhaust valve is, as a low load transient time provisional value, controlled in a direction such that the valve overlap between the intake and exhaust valves is once contracted. Then, a target value of the valve overlap quantity between the intake and exhaust valves at a timing Tpreceded by a response time &#x394;t of the variably operated valve mechanism () from a timing Tat which the opening angle of the EGR control valve () is modified from the low load transient time provisional value to the target value at the time of the low load.

Control device and control method of internal combustion engine

An upper-limit threshold value and a lower-limit threshold value of a fore-and-aft differential pressure of an EGR control valve is calculated based on an intake-air quantity detected by an airflow meter. An actual fore-and-aft differential pressure of the EGR control valve is calculated from detected values of an upstream-side pressure sensor and a downstream-side pressure sensor. Then, these threshold values are compared with the actual fore-and-aft differential pressure, and when the actual fore-and-aft differential pressure exceeds the upper-limit threshold value or when the actual fore-and-aft differential pressure is less than the lower-limit threshold value, it is determined that the pressure loss of an intake and exhaust system has changed. If it is determined that the pressure loss of an intake and exhaust system has changed, EGR is inhibited, and if not so, EGR is permitted to be performed. These threshold values are varied depending on a target EGR rate.

Internal combustion engine

In a case where EGR is started in a supercharging region, an opening degree of a waste gate valve () is changed at a timing Tat which an EGR ratio in a first predetermined position changes by valve open of an EGR control valve (). In a case where EGR is started in a non-supercharging region, a throttle valve () is changed at a timing Tat which an EGR ratio in a second predetermined position changes by valve open of the EGR control valve (). With these controls, it is possible to suppress an occurrence of torque step upon start of the EGR without distinction between the supercharging region and the non-supercharging region.

Control device and control method for internal combustion engine

A control apparatus is provided for a four stroke cylinder direct-injection internal combustion engine having a cylinder and a piston disposed within the cylinder. The control apparatus includes a variable compression ratio mechanism for variably controlling the engine compression ratio by changing the top dead center position of the piston and a fuel injection device for injecting fuel directly into the cylinder. When the actual compression ratio of the engine is higher than a target compression ratio, the variable compression ratio mechanism reduces the compression ratio, and in accordance with the reduction in the compression ratio, the fuel injecting device injects an intake fuel injection amount in the intake stroke and a compression fuel injection amount in the compression stroke, and the timing for starting the fuel injection in the compression stroke is retarded.

Control apparatus for a cylinder direct-injection internal combustion engine

A multi-link engine has a piston coupled to a crankshaft to move inside an engine cylinder. A piston pin connects the piston to an upper link, which is connected to a lower link by an upper link pin. A crank pin of the crankshaft rotatably supports the lower link thereon. A control link pin connects the lower link to one end of a control link, which is connected at another end to the engine block body by a control shaft. The upper link has an upper link axis that forms an angle with the cylinder axis, as viewed along a crank axis direction of the crankshaft, such that the angle reaches a minimum when a crank angle of the engine is within a range where the bottom end of a piston skirt is positioned below a topmost part of the bottom end of the cylinder liner.

Multi-link engine

A multi-link engine has a piston coupled to a crankshaft to move inside an engine cylinder. A piston pin connects the piston to an upper link, which is connected to a lower link by an upper link pin. A crank pin of the crankshaft rotatably supports the lower link thereon. A control link pin connects the lower link to one end of a control link, which is connected at another end to the engine block body by a control shaft. The crank pin has a center arranged on a straight line joining centers of the upper link pin and the control link pin such that an angle formed between the straight line and a horizontal axis that is perpendicular to a center axis of the cylinder and that passes through an axial center of a crank journal is the same for at top dead center and at bottom dead center.

Growing community of inventors

Yokosuka, Japan

Hirofumi Tsuchida