Mazda Motor Corporation

Mitsuo Hitomi

Toshihiko Hattori

Junsou Sasaki

Kenji Kashiyama

Shunji Masuda

Takayoshi Hayashi

Toshiaki Nishimoto

Masahisa Yamakawa

Yasuhiro Yuzuriha

Fumio Hinatase

Noriyuki Iwata

Mikihito Fujii

Toshio Nishikawa

Kouji Sumida

Junso Sasaki

Keiji Araki

Naoyuki Yamagata

Masashi Marubara

Tadayoshi Kaide

Takashi Youso

Hiroki Morimoto

Naohiro Yamaguchi

Eiji Nakai

Taketoshi Yamauchi

Yoshiyuki Shinya

Kouji Asanomi

Akinori Yamashita

Kazuaki Umezono

Junzo Sasaki

Kiyotaka Mamiya

Kazuhiko Ueda

Hidetoshi Nobumoto

Toshimitsu Tanaka

Katsumi Okazaki

Nobuo Takeuchi

Hidefumi Fujimoto

Takashi Yohso

Yasuhide Yano

Koji Onishi

Hiroyuki Oda

Tomomi Watanabe

Noboru Hashimoto

Akinobu Aoki

Makoto Hotate

Yoshikuni Yada

Tadashi Nakagawa

Kazumasa Nomura

Akira Takai

Humio Hinatase

Syunki Okazaki

Kazunori Tominaga

Novuo Takeuti

Kazuaki Umezawa

Satoru Matsuzaki

Tadyoshi Kaide

Hiroyuki Maeda

Tadashige Ohba

Ueda Kazuhiko

Yasushi Matsushita

In an engine having fuel supply means for supplying fuel containing gasoline to a combustion chamber and ignition means for igniting an air-fuel mixture, if knocking occurs when ignition is performed at a reference ignition timing set on a retarded side of MBT that is an ignition timing at which the engine torque is maximized in a high-load region in which the engine load is larger than a predetermined load, ignition advance control that causes the ignition means to perform ignition at a timing on an advanced side of the reference ignition timing is performed.

Control device for engine

An engine control method includes: a first fuel supply step of supplying fuel into the combustion chamber using an injector when a spark plug makes flame in the combustion chamber so that an air-fuel mixture is generated at least around the spark plug, the air-fuel mixture having an air-fuel mass ratio A/F or a gas-fuel mass ratio G/F, in which gas includes air, higher than a stoichiometric air-fuel ratio; after the first fuel supply step, an ignition step of making the flame in the combustion chamber in the compression stroke using the spark plug; and after the ignition step, a second fuel supply step of supplying the fuel into the combustion chamber in the compression stroke using the injector to increase a fuel concentration of the air-fuel mixture in the combustion chamber.

Engine control method and engine control device

The engine control method includes a fuel supply step and an ignition step. In the fuel supply step, the injector supplies fuel into a combustion chamber. In the ignition step, an spark plug arranged in the combustion chamber makes a flame after the supply of the fuel into the combustion chamber and at a timing when a flow strength in the combustion chamber is greater than a predetermined value in a compression stroke during or before a post-mid stage where the compression stroke is divided into four stages of a pre-stage, a pre-mid stage, a post-mid stage, and a post-stage.

Various systems and methods are disclosed for controlling an internal combustion engine system having an internal combustion engine, a fuel injector which directly injects fuel into a combustion chamber of the internal combustion engine, and a supercharger which supercharges air into the combustion chamber. One example method comprises, injecting fuel into the combustion chamber multiple times so that a first part of the fuel is self ignited and a last part of the fuel being injected during the compression stroke or later in a cylinder cycle when a desired torque of said internal combustion engine system is in a first range; and increasing a pressure of air which the supercharger charges into the combustion chamber as amount of fuel injected into the combustion chamber during a cylinder cycle increases when the desired torque is in the first range.

Supercharged direct fuel injection engine

Various systems and methods are disclosed for controlling an internal combustion engine system having an internal combustion engine, and a fuel injector which directly injects fuel into a combustion chamber of the internal combustion engine. One example method comprises, when a desired torque for the internal combustion engine system is in a first range, injecting a first stage fuel into the combustion chamber so that it ends during a middle stage of a compression stroke at the latest in a cylinder cycle; determining combustion of the first stage fuel initiated by its compression self-ignition; and injecting a second stage fuel into the combustion chamber in a period when the determined combustion of the first stage fuel continues at a timing determined so as to cause combustion of the second stage fuel with its compression self-ignition.

Control of direct fuel injection engine

Disclosed is a supercharged direct-injection engine, which comprises a supercharging device () for compressing intake air, and an injectorfor directly injecting fuel into a combustion chamber. In the engine, an excess air factor &#x3bb; as a ratio of an actual air-fuel ratio to a stoichiometric air-fuel ratio, at least in an engine warmed-up mode, is set to 2 or more in the entire engine-load region. Further, compressed self-ignited combustion is performed in a low engine-load region, and a supercharging amount by the supercharging device () is increased along with an increase in engine load in a high engine-load region to allow the excess air factor &#x3bb; to be kept at 2 or more. The engine of the present invention can effectively reduce NOx emission, while improving fuel economy.

Supercharged direct-injection engine

A spark-ignition gasoline engine having at least a spark plug, the engine including an engine body having a geometrical compression ratio set at 14 or more, and an intake valve and an exhaust valve provided, respectively, in intake and exhaust ports connected to each of a plurality of cylinders of the engine body. The intake and exhaust valves are adapted to open and close corresponding respective ones of the intake and exhaust ports. The engine further includes an operation-state detector adapted to detect an operation state of the engine body and a control system adapted, based on detection of the operation-state detector, to perform at least an adjustment control of an ignition timing of the spark plug, the control system being operable, when an engine operation zone is a high-load operation zone including a wide open throttle region within at least a low speed range, to retard the ignition timing to a point within a predetermined stroke range just after a top dead center of a compression stroke.

Spark-ignition gasoline engine

Disclosed is a spark-ignition gasoline engine, which comprises control means operable, when an engine operation zone is a high-load operation zone including a WOT region within at least a low speed range, to adjust a closing timing of an intake valve in such a manner as to maintain an effective compression ratio at 13 or more, and retard an ignition timing to a point within a predetermined stroke range just after a top dead center of a compression stroke, wherein the effective compression ratio is calculated based on an intake-valve closing timing defined by a valve lift amount of 1 mm. The present invention can provide a spark-ignition gasoline engine having both a low-cost performance and a high engine-power performance even in a high-load operation zone (particularly WOT region) in a low speed range.

There are provided a radiator passage, a thermostat to open and close the radiator passage according to an engine temperature, a heater passage, a flow adjusting device to adjust a flow amount of the coolant that flows in the water jacket according to the engine temperature at an engine start. The flow adjusting device is configured so as to adjust the flow amount of the coolant flowing in the water jacket to be a normal amount when the engine temperature is in an extremely-cold condition, to be zero or smaller than the normal amount when the engine is in a mild-cold condition, and to be the normal amount when the engine is in a warm condition. The heater passage is in opened sate at least when the engine is in the extremely-cold condition.

Cooling device of engine

For the purpose of improving the fuel efficiency by lean combustion and enhancing the fuel efficiency improvement effects by performing compression ignition efficiently in some cylinders, a multi-cylinder spark ignition engine is constructed such that exhaust gas, that is exhausted from preceding cylindersA,D on the exhaust stroke side among pairs of cylinders whose exhaust stroke and intake stroke overlap in a low load, low rotational speed region, is directly introduced through an inter-cylinder gas passageinto following cylindersB,C on the intake stroke side and only gas exhausted from the following cylindersB,C is fed to an exhaust passage, which is provided with a three-way catalyst. Combustion controller is provided that controls the combustion of each of the cylinders such that combustion is conducted by forced ignition in a condition in which the air/fuel ratio is a lean air/fuel ratio which is larger by a prescribed amount than the stoichiometric air/fuel ratio in the preceding cylindersA,D and, in the following cylindersB,C, fuel is supplied to burnt gas of lean air/fuel ratio introduced from the preceding cylindersA,D and combustion is conducted by compression ignition.

Spark ignition engine control device

The invention is intended to provide improved emission-cleaning performance by use of a three-way catalyst alone, without the need for a lean NOx catalyst, while ensuring a fuel economy improvement effect of lean burn operation. A multicylinder spark-ignition engine is constructed such that, in a pair of preceding and following cylinders whose exhaust and intake strokes overlap each other, burned gas discharged from the preceding cylinder (A,D) which is currently in the exhaust stroke is introduced directly into the following cylinder (B,C) which is currently in the intake stroke through an intercylinder gas channel () and gas discharged from only the following cylinder (B,C) is led to an exhaust passage () provided with a three-way catalyst () in a low-load, low-speed operating range. Fuel supply to the individual cylinders is controlled in such a manner that combustion in the preceding cylinder (A,D) is made under lean mixture conditions at an air-fuel ratio larger than the stoichiometric air-fuel ratio by a specific amount and combustion in the following cylinder (B,C) is made under conditions of the stoichiometric air-fuel ratio created by supplying fuel to the burned gas introduced from the preceding cylinder (A,D).

Control device for spark-ignition engine

In a pair of preceding and following cylinders whose exhaust and intake strokes overlap each other, intake air supplied to the preceding cylinder (A,D) is supercharged by a turbocharger () to produce combustion at a 'lean' air-fuel ratio in the preceding cylinder (A,D), and burned gas discharged from the preceding cylinder (A,D) is introduced into the following cylinder (B,C) through an intercylinder gas channel (). Combustion in the following cylinder (B,C) is made at an air-fuel ratio equal to or smaller than the stoichiometric air-fuel ratio by supplying fuel to the burned gas of a 'lean' air-fuel ratio introduced from the preceding cylinder (A,D), and gas discharged from the following cylinder (B,C) is led to an exhaust passage () provided with a three-way catalyst ().

Control device for supercharged engine

Burned gas discharged from an exhaust stroke side preceding cylinder of a pair of cylinders having an overlapping exhaust stroke and intake stroke is introduced as is into an intake stroke side following cylinder through an intercylinder gas channel, and only the gas which is discharged from the following cylinder is led into an exhaust passage. Particularly during low loads and idling, combustion is performed in the preceding cylinder at an ultra-lean air-fuel ratio of at least three times the stoichiometric air-fuel ratio, and in the following cylinder, combustion is performed by spark ignition at a substantially stoichiometric air-fuel ratio by feeding fuel to the burned gas introduced from the preceding cylinder. In the following cylinder, combustion is performed through compression ignition in accordance with increases in the load.

Spark-ignition engine controller

A control device for a spark-ignition engine, in which a mixture in a combustion chamber is fired by compression ignition in a part-load range under warm-running conditions, includes an EGR controller incorporating a valve operation controller for controlling internal EGR of hot burned gas and a cold EGR controller for controlling external EGR of cold burned gas. The EGR controller performs EGR control operation to leave the hot EGR gas in the combustion chamber in a lower-load, lower-speed region within a compression ignition combustion range and to introduce the cold EGR gas into the combustion chamber in a higher-load, higher-speed region within the compression ignition combustion range. The control device further includes a firing assist unit for inducing the compression ignition at least when ignitability of the mixture decreases due to introduction of the cold EGR gas in the compression ignition combustion range.

In a partial load range of the engine, control of the flowing state of sucked and discharged gas is executed between a pair of cylinders, an exhaust stroke of one of the cylinders overlapping with an intake stroke of the other, so that burnt gas discharged from preceding cylindersA,D on the exhaust-stroke side is introduced, in a state where it has been discharged, through an inter-cylindrical gas passageinto following cylindersB,C on the intake stroke side. In a higher load range than the partial load range, control is executed so that a fresh-air introducing valvedisposed in a fresh-air introduction passage of the following cylindersB,C is opened, both the burnt gas and fresh air are introduced into the following cylindersB,C, and fuel is supplied to conduct combustion in the following cylindersB,C.

Control unit for spark ignition-type engine

Growing community of inventors

Hiroshima, Japan

Mitsuo Hitomi