Mazda Motor Corporation

Mazda Motor Corporat Ion

Masami Nishida

Kazuhiro Takemoto

Masanari Sueoka

Masaki Fukuma

Michio Ito

Kazuhiro Nishimura

Akira Asai

Tsuyoshi Goto

Hiroaki Deguchi

Hidetoshi Kudou

Kouji Hadama

Masataka Sumita

Atsushi Inoue

Kota Matsumoto

Yusuke Kawai

Tatsuhiro Tokunaga

Tomokuni Kusunoki

Yasushi Nakahara

Keitaro Ezumi

Hidesaku Ebesu

Tetsuya Chikada

Masatoshi Hidaka

Kazuaki Hokazono

Akitomo Takagi

Takashi Ikai

Toshiaki Takahashi

Katsuya Ohuchi

Toru Kurisu

Masakazu Tokuyama

Shigeki Yamashita

Shigemi Ohsaki

Kazufumi Kumakura

Shinya Yamamoto

Yuki Shimogawa

Tadasu Hashiguchi

Toru Miyamae

Takao Miyazaki

Keiji Gotoh

Tomohiro Hasegawa

Hiroaki Sugiura

Hiroshi Enomoto

Masunori Kanda

Eiichi Yanagida

Hiroshi Aino

Masatoshi Okada, Deceased

A control device for controlling an engine provided with a fuel pump including a pressurizing chamber, a plunger inserted into the pressurizing chamber and which changes a volume of the pressurizing chamber, and an on-off valve configured to open and close a suction port, is provided. When a pressurizing cycle consists of a period of pressurizing stroke in which the volume of the pressurizing chamber is reduced to allow fuel to be pressurized and a period of suction stroke in which the volume of the pressurizing chamber is increased to allow fuel to be drawn into the pressurizing chamber, a closing cycle of the on-off valve is controlled so that a ratio of the closing cycle to the pressurizing cycle becomes smaller in a second combustion mode where a partial compression-ignition combustion is performed than in a first combustion mode where SI combustion is performed.

Control device for engine

A controller for controlling a fuel injection valve and a fuel pressure adjustment mechanism integrates a deposition amount of deposits per unit time, and estimates a deposition amount of deposits on an injection hole of the fuel injection valve. The controller causes the fuel pressure adjustment mechanism to increase a fuel pressure, when the estimated deposition amount exceeds a predetermined value, and corrects the unit deposition amount acquired by the deposition amount estimation according to the set fuel injection timing of the fuel injection valve. The controller corrects such that as compared with the unit deposition amount when the fuel injection timing is set to a first timing away from a top dead center of the piston by a first period, the unit deposition amount decreases when the fuel injection timing is set to a second timing away by a second period longer than the first period.

Engine control device, engine control method, and engine system

A controller for controlling a fuel injection valve and a fuel pressure adjustment mechanism sets an air-fuel ratio of a fuel-air mixture to be generated within a combustion chamber to be equal to or leaner than a theoretical air-fuel ratio, based on an operating condition of an engine; drives the fuel injection valve, based on the set air-fuel ratio; estimates a deposition amount of deposits on an injection hole of the fuel injection valve, based on an operating condition of the engine; causes the fuel pressure adjustment mechanism to increase the fuel pressure, when the estimated deposition amount of deposits exceeds a predetermined value; and restricts the fuel pressure from increasing, even when the estimated deposition amount of deposits exceeds the predetermined value, as long as the fuel-air ratio is set to an air-fuel ratio leaner than the theoretical fuel-air ratio.

Disclosed is a control device for a multi-cylinder engine having a combustion chamber () to which an intake port () and an exhaust port () are connected. The control device comprises: an intake-side variable valve operating mechanism () for controlling a lift timing of two intake valves () of the intake port (); an exhaust-side variable valve operating mechanism () for controlling a lift timing of an exhaust valve (); and an exhaust-side valve operating mechanism () for driving an exhaust valve () at a fixed timing. The control device is operable, when executing cylinder deactivation in a low engine load and low engine speed operating range, to cause the exhaust-side variable valve operating mechanism () to open the exhaust valve () during downward movement of a piston () in a cylinder () being subjected to the cylinder deactivation.

Controller for multi-cylinder engine

A fuel injection device of a direct injection engine is provided. The device includes an engine body, a fuel injection valve, and a controller for controlling a fuel injection by the fuel injection valve. The fuel injection valve has a nozzle hole, a valve body for opening and closing the nozzle hole, and first and solenoid coils for stroking the valve body by first and second stroke amounts, respectively. The controller performs the fuel injection by the first solenoid coil in an intake stroke period within an engine operating range with an engine load below a predetermined load. The controller performs the fuel injection with a fuel pressure of 40 MPa or above by the second solenoid coil in a period between a compression stroke late stage and an expansion stroke early stage within a low-engine-speed range with an engine speed below a predetermined speed within a high-engine-load range.

Fuel injection device of direct injection engine

A fuel injection device of a direct injection engine is provided. The device includes an engine body, a fuel injection valve, and a controller for controlling a fuel injection by the fuel injection valve. The fuel injection valve has a nozzle hole, a valve body for opening and closing the nozzle hole, and first and solenoid coils for stroking the valve body by first and second stroke amounts, respectively. The controller performs the fuel injection by the first solenoid coil in an intake stroke period within an engine operating range with an engine load below a predetermined load. The controller performs the fuel injection with a fuel pressure of 40 MPa or above by the second solenoid coil in a period between a compression stroke late stage and an expansion stroke early stage within a low-engine-speed range with an engine speed below a predetermined speed and within a high-engine-load range.

Fuel injection valve of direct injection engine

Provided is a spark-ignition internal combustion engine capable of ensuring engine output power while setting a geometric compression ratio of an engine body to a high value. In the spark-ignition internal combustion engine, each of a clearance between a top surface () of a piston () located at a top dead center position and a lower surface () of each of two intake valves () in a full-closed state, and a clearance between the top surface () of the piston () located at the top dead center position and a lower surface () of each of two exhaust valves () in a full-closed state, is set to 5 mm or more, and a stroke length S of the piston () is set to satisfy the following relation: S&#x2266;0.977&#xd7;B+18.2, where B is a bore diameter of a cylinder.

Spark-ignition internal combustion engine

There is provided, in one aspect of the present description, an internal combustion engine system. In one example, the system comprises a controller configured to control an intake valve closing timing varying mechanism to vary a closing timing of the intake valve to regulate air charged in a combustion chamber in accordance with engine operating conditions and, in a first engine operating condition where a least volume of air is required to be charged into the combustion chamber, retard a closing timing of the intake valve to a most retarded crank angle which is after bottom dead center during a cylinder cycle and satisfies the following formulas:&#x3b1;&#x2267;&#x2212;0.2685&#xd7;&#x3b5;0+10.723&#xd7;&#x3b5;0+15.815 and&#x3b5;0&#x2267;11.0,where &#x3b1; is the most retarded crank angle and &#x3b5;0 is a geometric compression ratio of the engine.

Spark ignited internal combustion engine system

An internal combustion engine is equipped with a valve timing controller capable of minimizing the electric power consumption and frictional wear of elements. The valve timing controller can vary the valve timing of valves. A camshaft is moved axially forwardly or rearwardly by electrically energizing an outer solenoid clutch or a brake releasing solenoid, respectively. An axial movement of the camshaft results in a change in valve timing. With the exception of a transient period during which the valve timing is being varied, both the brake releasing solenoid and the outer clutch are electrically deenergized to thereby reduce the electric power consumption, and both of them are maintained out of contact with a displaceable disc 13 to thereby reduce frictional wear thereof.

Valve timing controller for use with internal combustion engine

A valve operating system of an engine opens and closes a valve by a swing cam being swung by rotation of an operating cam. The operating cam has a cam surface and is rotated by the engine, and the swing cam has a cam surface in sliding contact with the valve and a cam follower in sliding contact with the cam surface of the operating cam. The cam surface of the operating cam and the cam surface of the swing cam are formed so that an acceleration component of the swing cam is larger than that of the operating cam in a positive region of a valve lift acceleration defined as a sum of the acceleration component of the operating cam and the acceleration component of the swing cam.

Valve operating system of engine

An intake valve or an exhaust valve is lifted through a swingable cam by the rotation of a rotatable cam formed in the cam shaft. A surface at which the swingable cam abuts with the rotatable cam is tapered in the axial direction in which said cam shaft extends, and the valve shift timing is changed by transferring the cam shaft, that is, the rotatable cam in the axial direction in which said cam shaft extends. The power transmitting member such as a helical gear to be rotated with the output shaft of the engine is engaged with the cam shaft through a helical spline. The power transmitting member is so arranged as to be unmovable in the axial direction in which said cam shaft extends. The rotational phase of the rotatable cam relative to the output shaft of the engine is changed by displacement of the cam shaft relative to the power transmitting member in the axial direction in which said cam shaft extends.

System for controlling valve shift timing of an engine

A V-shaped engine has an inlet passage and an outlet passage for coolant. The inlet passage for introducing coolant to a water pump mounted to a front face of a cylinder block of the engine is arranged vertically in a space between a right bank and a left bank. The outlet passage is so arranged as to pass between a timing belt idler provided forwardly of the space between the right bank and the left bank and the inlet passage. This arrangement of the inlet passage and the outlet passage enables the V-shaped engine to be made compact.

V-shaped engine

A method of producing a mechanical component with superior fatigue strength comprises the steps of casting melted ferrous alloy which includes carbon within the range of 0.3% to 0.45% by weight, silicon within the range of 1.3% to 2.0% by weight, chromium within the range of 5.0% to 6.0% by weight, molybdenum within the range of 1.0% to 1.5% by weight, vanadium within the range of 0.8% to 1.2% by weight, manganese not more than 0.5% by weight, and iron of the major remainder, into an untreated mechanical component by the use of a casting mold formed through a lost-wax process; annealing the untreated mechanical component to produce an unfinished mechanical component; machining roughly the unfinished mechanical component having been annealed; quenching and tempering in sequence the unfinished mechanical component having been roughly machined; and finishing the unfinished mechanical component having been quenched and tempered to obtain a finished mechanical component.

Method of producing a mechanical component with superior fatigue strength

Each of the cylinder heads forming right and left cylinder banks of a V-type engine is provided, in the inner side wall thereof, with intake ports each communicating with a cylinder formed in the cylinder bank. A camshaft is provided in each cylinder bank above intake and exhaust valves to drive the valves in synchronization with the rotation of the engine and supported for rotation by a plurality of bearings. Each discrete intake passage is connected to one of the intake port of one of the cylinder banks and extends above the other cylinder bank. Cylinder head covers mounted on the respective cylinder heads are provided with recessed portions at the portions corresponding to the inter-bearing portions of the camshaft and said discrete intake passages extend through the recessed portions.

Cylinder head cover structure for a V-type engine

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Hiroshima, Japan

Masami Nishida