Mitsubishi Jidosha Kogyo Kabushiki Kaisha

Shigeo Yamamoto

Kazuyoshi Nakane

Hiromitsu Ando

Jun Takemura

Dai Tanaka

Hiroaki Miyamoto

Katsunori Ueda

Kenji Goto

Nobuaki Murakami

Takashi Kawabe

Satoshi Yoshikawa

Hideyuki Oda

Tomohiro Ohashi

Jyun Takemura

Eiichi Hiruma

Keisuke Nagakura

Koji Hata

Kimihiko Sato

Kinichi Iwachido

Osamu Hirako

Hiroshi Tanada

Takashi Dogahara

Kyoya Igarashi

Joji Matsubara

Kazunari Kuwabara

Hironobu Sato

A direct injection internal combustion engine employs a spray guided combustion method, wherein a fuel spray injected from a fuel injection valve is collected at an electrode section of a spark plug so that satisfactorily high combustion performance may be achieved even with a small amount of injected fuel. The engine includes spray control postsarranged on both sides of the spark plug, for guiding the fuel injected from the fuel injection valveto be directed toward the electrode sectionof the spark plug

Direct injection internal combustion engine

A spark plug () includes a plug body (), a center electrode (), a ground electrode () and injection control side poles (). The ground electrode has an end portion () opposing the end of the center electrode in a direction indicated by arrow A parallel to the axis of the plug body. A tip () of the ground electrode and a tip () of the injection control side poles () are positioned in substantially the same plane () perpendicular to the axis (C). The ground electrode () and the injection control side poles () are arranged at substantially regular intervals around the center electrode ().

Spark plug

In the top face of a piston (), there is formed a cavity () having a bottom surface () which slopes downward toward an exhaust side and which includes a raised part () extending from near the center of the bottom surface to an intake-side wall surface. The cavity guides fuel spray () which has been injected by an injector () and passed by an electrode part () of a spark plug (), to arrive near the electrode part of the spark plug again in the form of an air-fuel mixture ().

Direct-injection spark-ignition internal combustion engine

A direct injection internal combustion engine includes catalysts for purifying exhaust gases, the catalysts being disposed in an exhaust passage of the engine. A control device controls the engine so as to warm up or activate the catalysts. The control device includes a first control part for controlling the engine with an air-fuel ratio of the engine being set at a value in proximity to a stoichiometric air-fuel ratio, an ignition timing being set at a point after a top dead center and a fuel injection timing being set within a compression stroke, and a second control part for controlling the engine with an air-fuel ratio of the engine being set at a value in proximity to a stoichiometric air-fuel ratio, with an ignition timing being set before a top dead center and a fuel injection timing being set within a compression stroke after the first control part controls the engine. The controlling operation performed by the first control part enables stable after-burning and raises the exhaust temperature. The following controlling operation of the second control part enables CO and O to coexist in the exhaust gases and react on the catalysts

Direct injection internal combustion engine and controlling method therefor

When an increase in a temperature of an exhaust-gas purifying catalyst device in an in-cylinder injection type internal combustion engine is demanded, a temperature-increase control section in an electronic control unit accomplishes stratified combustion by causing each fuel injection valve to inject fuel directly into the associated combustion chamber in a compression stroke in such a way that the air-fuel ratio of the internal combustion engine is in a vicinity of a stoichiometric air-fuel ratio. This allows the temperature of the exhaust-gas purifying catalyst device to be maintained or increased without increasing fuel consumption.

Cylinder injection type internal combustion engine

A direct injection type internal combustion engine has an intake and exhaust mechanism for intaking and exhausting air for a predetermined period of time between a second half of a second expansion stroke and a first half of a first compression stroke following the second expansion stroke so that the first compression stroke, a first expansion stroke, a second compression stroke, and the second expansion stroke can be repeated sequentially along with rotation of a crank shaft; and a control device for controlling fuel injection. The control device injects first fuel during the first compression stroke and injects second fuel during the first expansion stroke or the second compression stroke. Therefore, the first fuel executes the first combustion process, and the second fuel is then injected into burnt gases generated in the first combustion process to enable a second combustion process following the first combustion process.

Direct injection type internal combustion engine and controlling method therefor

In-cylinder injection type internal combustion engine

An electronic control unit ( ) for controlling an internal combustion engine drive executes a first operation mode for injecting a fuel in a suction stroke while making an air/fuel ratio feedback control, when a demand for improving output characteristics is made in a medium/high load drive state of the engine. In response to a demand for raising the temperature of a catalyst, moreover, the first operation mode is switched to a second operation mode in which the fuel is injected in a compression stroke while making an air/fuel ratio feedback control performing a predetermined air/fuel ratio in the vicinity of a stoichiometric air/fuel ratio as a target value. At the time of switching to each of these operation modes, moreover, the air/fuel ratio correction coefficient of the air/fuel ratio feedback is increased/decreased to promote a shift of the output turning point of an O sensor ( ) thereby to prevent such an instability of the air/fuel ratio control as is caused by the shift of the target air/fuel ratio accompanied with the switching to each operation mode. As a result, the temperature of an exhaust purifying catalyst ( ) is raised in the second operation mode for performing the compression stroke injection stably in the vicinity of the stoichiometric air/fuel ratio, so that the exhaust cleaning performance can be improved and so that the output characteristics can be improved by executing the first operation mode.

An in-cylinder injection type internal combustion engine, which includes a main fuel injection control unit that drives a fuel injector to inject fuel directly into a combustion chamber, is provided so that premixed combustion or stratified charge combustion takes place depending upon operating conditions of the engine. The engine further includes an additional fuel injection control unit that drives the fuel injector to inject additional fuel during an expansion stroke after the fuel injector is driven by the main fuel injection control unit, when it is necessary to increase the temperature of a catalyst provided in an exhaust passage for purifying exhaust gas. An exhaust manifold includes an exhaust chamber, in which the exhaust gas remains, and the additional fuel that is left unburned is re-burned in the exhaust chamber.

An intake system construction for an internal combustion engine includes a combustion chamber formed with upper and lower extremities thereof defined by a lower wall of a cylinder head and a top wall of a piston, an intake open end formed in the lower wall in opposition to the combustion chamber on one side of a reference plane which contains a central axis of the cylinder, an intake port formed in communication with the combustion chamber via the intake open end and extending upwardly from the intake open end so that a vertical swirl of inducted air is formed in the combustion chamber, an intake valve having a head portion for opening or closing the intake open end and a stem portion extending from the head portion to an upstream side of the intake port through the cylinder head, and a straightening member arranged in the intake port on a downstream side of the stem portion so that an inducted air flow is straightened on the downstream side of the stem portion.

Intake system construction for internal combustion engine and

An intake system construction according to the present invention for an internal combustion engine is provided with a combustion chamber formed with upper and lower extremities thereof defined by a cylinder head and a piston, an intake open end arranged for being opened or closed by an intake valve, an exhaust open end arranged for being opened or closed by an exhaust valve, an intake port formed extending upwardly from the intake open end so that a vertical swirl of inducted air is formed in the combustion chamber, and an exhaust port for discharging combustion gas from the combustion chamber. The intake port is formed wider in one of halves thereof located adjacent a reference plane, which contains a central axis of a cylinder, than in the other half thereof located remote from the reference plane. The intake port is provided at a lower extremity thereof in the one half thereof with a raised portion for guiding an inducted air flow in the intake port toward an inner peripheral surface of a side wall of the cylinder.

Growing community of inventors

Obu, Japan

Shigeo Yamamoto