Nissan Motor Company Limited

Nissan Motor Co., Ltd., No. 2

Motohiro Shinzawa

Yoshiki Sekiya

Nobukazu Kanesaki

Yoji Hasegawa

Shunichi Aoyama

Seishi Yasuhara

Hiroshi Fujii

Yasuo Nakajima

Hiroshi Akama

Toshiaki Tanaka

Yasuhisa Kitahara

Motohisa Kamijo

Naomi Tokura

Shoji Ushimura

Maki Kamikubo

Kichihiko Dozono

Yasuyuki Murofushi

Motomi Arai

Jun Teranuma

Shomatsu Roppongi

Kosaburo Mukai

Jyunji Itou

A fuel property determination system for an internal combustion engine is comprised of a specific gravity detecting section which detects a specific gravity of fuel used in the engine and a fuel property detecting section which detects at least one of a cetane number, an octane number, an evaporation point, a heat of consumption and an aromatics content as a fuel property, on the basis of the specific gravity.

Fuel property determination system

A combustion control system of an internal combustion engine is comprised of a specific gravity detecting section which detects a specific gravity of fuel used in the engine, and a combustion control section which controls combustion in the engine on the basis of the specific gravity.

Combustion control system for internal combustion engine

A nitrogen oxide absorbing material ( ) which absorbs nitrogen oxide when the reduction component concentration of exhaust gas in the exhaust passage ( ) of an engine ( ) is lower than a predetermined concentration, and discharges nitrogen oxide when the reduction component concentration of exhaust gas in the exhaust passage ( ) of the engine ( ) is higher than the predetermined concentration, and a catalyst ( ) which promotes reduction of the discharged nitrogen oxides by a reduction component are provided. A controller ( ) first reduces the reduction component concentration of the exhaust gas over a first predetermined time period by, for example, advancing the fuel injection timing. The controller ( ) then increases the reduction component concentration of the exhaust gas over a second predetermined time period by, for example, retarding the fuel injection timing.

Exhaust gas purifying device

An oxidizing catalytic converter is provided in an exhaust passage of a diesel engine. A catalyst is formed by coating a wash coat comprising platinum onto a substrate The converter is divided into a high temperature part through which high temperature exhaust is circulated and a low temperature part through which low temperature exhaust is circulated, and the platinum particle diameter of the catalyst in the low temperature part is arranged to be less than that in the high temperature part. It is preferable that the wash coat amount of the low temperature part is less than that of the high temperature part. It is moreover preferable that the platinum amount in the low temperature part is greater than that in the high temperature part. In this way, the soluble organic fraction, hydrocarbons and carbon monoxide are effectively and continuously purged from the exhaust.

Oxidation catalyst for diesel engine

Parameters which are related to the rate at which particulate matter accumulates and is reburnt, are monitored and the time at which a regeneration is required and/or the length of time a regeneration should be induced, are derived based on the same. The temperature at the inlet and outlet of a trap in which particulate matter is accumulated are monitored and measures such as throttling the induction and exhaust are implement in addition to energizing a heater disposed immediately upstream of the trap as required in order to elevate the trap temperature and to induce and maintain the reburning during a trap regeneration. The pressure differential across the trap can be used to determine the amount of incombustible matter (ash) which has accumulated in the trap and to modify the regeneration timing. When the temperature of the exhaust gases cannot be raised sufficiently, a by-pass is opened to attenuate cooling of the trap by the low temperature gases.

Exhaust gas purifying device for an internal combustion engine

Parameters which are related to the rate at which particulate matter accumulates and is reburnt, are monitored and the time at which a regeneration is required and/or the length of time a regeneration should be induced, are derived based on the same. The temperature at the inlet and outlet of a trap in which particulate matter is accumulated are monitored and measures such as throttling the induction and exhaust are implemented in addition to energizing a heater disposed immediately upstream of the trap as required in order to elevate the trap temperature and to induce and maintain the reburning during a trap regeneration. The pressure differential across the trap can be used to determine the amount of incombustible matter (ash) which has a accumulated in the trap and to modify the regeneration timing. When the temperature of the exhaust gases cannot be raised sufficiently, a by-pass is opened to attenuate cooling of the trap by the low temperature gases.

Parameters which are related to the rate at which particulate matter accumulates and is reburnt, are monitored and the time at which a regeneration is required and/or the length of time a regeneration should be induced, are derived based on the same. The temperature at the inlet and outlet of a trap in which particulate matter is accumulated are monitored and measures such as throttling the induction and exhaust are implement in addition to energizing a heater disposed immediately upstream of the trap as required in order to elevate the trap temperature and to induce and maintain the reburning during a trap regeneration.

The supercharge pressure and the pressure differential which develops between the supercharge pressure and the exhaust gas pressure upstream of a turbocharger turbine are monitored. In the event that the supercharge pressure is below a target level which is determined to optimal for the instant set of operating conditions, a first injection reduction amount is calculated. To allow for the effect of very sudden accelerations wherein the pressure differential tends to become large and the charging efficiency of the engine tends to reduce, a second reduction amount is calculated based on the difference between the actual differential and a target value for the instant set of operating conditions. The second reduction amount is also subtracted from the injection volume which is calculated based on the engine speed and a signal which is indicative of the power demand on the engine (the accelerator pedal depression degree).

Fuel injection control system for turbocharged diesel engine

A piston crown is formed with a cavity including a first flame deflecting member which is located amid three flame dispersion zones and which splits burning gases ejected from a transfer port into a first dispersion zone, while the piston is proximate its TDC position, into two flows. The arrangement additionally induces the two flows to assume two essentially symmetrical swirling patterns in second and third dispersion zones. After the piston has descended by a predetermined amount, the burning gases are supplied directly into the second and third zones. Important design considerations which influence the efficiency with which the air in the main combustion chamber include the angle at which the gases are directed toward the piston crown, the location of the first flame splitting member with respect to the site where the flame initially impinges on the first dispersion zone, the angle at which the flame is split and directed toward the second and third zones, the areas of the first, second and zones in which the swirling air patterns are produced and the velocity at which the burning gases flow into the second and third zones.

Swirl chamber type diesel engine

Wall surfaces which define essentially circular recesses are constructed to deflect the flow of burning gases from a swirl chamber in a manner to either tighten the swirl formed therein or to improve the initial splitting of the frame in a manner which increases the amount of gases which are induced to undergo swirling in the recesses.

Flame dispersion arrangement for swirl chamber type diesel engine piston

A first filter is disposed in an engine exhaust passage. A second filter is disposed in the engine exhaust passage at a location downstream of the first filter. Thus, the first and second filters are connected in series with one another. The first and second filters are designed so that an amount of exhaust particles trapped by the first filter is greater than an amount of exhaust particles trapped by the second filter. A pressure across the series combination of the filters may be detected. The filters may be rejuvenated when the detected pressure across the series combination of the filters reaches a reference pressure.

Exhaust particle removing system for an engine

The major portion of a flame which ejects from a swirl chamber by way of a transfer passage, is subject to first and second deflections. The first occurs close to TDC, the second after the piston has decended a predetermined amount. A minor portion of the flame which tends to flow in a direction essentially the reverse of the main one, encounters a curved deflection wall portion and is thereafter subject to guidance by guide members which induce the flame to blend with the air located proximate the location of the transfer passage opens into the combustion chamber. A variation of the basic arrangement includes the provision of a squish generating projection which promotes suitable mixing turbulence near the curved deflection wall portion.

Diesel engine having shaped flame dispersing recess in piston crown

A piston crown is formed with cavity a which includes a first flame deflecting member which divides the flame ejected from a transfer port interconnecting a swirl chamber with a main combustion chamber while the piston is relatively close to its TDC position and a second flame deflecting arrangement which divides the flame flow after the piston has descended by a given amount. The stage deflections of the flame promotes extensive dispersion thereof and the formation of a flame plume which engulfs a relatively large amount of the air in the combustion chamber and improves mixing of the burning gases and unburnt fuel with the air in the combustion chamber.

A filter traps particles in exhaust from an engine. When the degree of clogging of the filter is unacceptable, the flow of intake air into the engine is throttled to increase the temperature of exhaust from the engine and thereby to burn off the particles trapped by the filter. During throttling of the intake air flow, the pressure of the intake air may be adjusted in accordance with an engine operating condition. An arrangement for finely adjusting the degree of throttling of the intake air may be added. In cases where the exhaust is recirculated through the engine, the rate of the exhaust recirculation is reduced when the intake air flow is throttled to burn off the trapped particles.

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Yokosuka, Japan

Motohiro Shinzawa