Mazda Motor Corporation

Mazda Motor Corporat Ion

Shinji Takayama

Kenko Ujihara

Yuto Matsushima

Daisuke Umetsu

Keiji Maruyama

Takuya Ohura

Daisaku Ogawa

Toru Miyamoto

Takeatsu Ito

Masayoshi Higashio

Yugou Sunagare

Yuta Masuda

Masanari Sueoka

Tomohiro Nishida

Tatsuhiro Tokunaga

Junichi Taga

Yuichiro Akiya

Kenji Tanimura

Michio Ito

Masahiro Nagoshi

Hideki Omori

Kouji Hadama

Masataka Sumita

Takahiro Izaki

Atsushi Inoue

Yusuke Kawai

Tomokuni Kusunoki

Naoki Nagano

Masanobu Koutoku

Shinichi Hikitani

Toshinori Ueno

Katsuya Murakami

Hajime Umehara

A driving force control device for a vehicle is provided, which includes a motor, an engine, and a controller. The controller sets a target torque of the vehicle corresponding to accelerator operation, and distributes a target engine torque according to a distribution rule defined beforehand, based on the target torque of the vehicle, and outputs a control signal corresponding to the target engine torque to the engine. The controller estimates a future amount of intake air to a cylinder based on the target engine torque, and estimates a torque of the engine in the future based on the estimated future amount of intake air. The controller sets a target motor torque based on the estimated torque of the engine so that the target torque of the vehicle is achieved in the future, and outputs a control signal corresponding to the target motor torque to the motor.

Vehicle driving force control device

The control apparatus for a compression ignition type engine includes a plurality of cylinder inner pressure sensors that detect pressure in each cylinder, and a combustion control unit. The combustion control unit corrects a target fuel injection amount of each cylinder by an injector based on a deviation between a predicted combustion period that is a period from an ignition timing by an ignition plug to a predetermined mass combustion timing and that is obtained based on a preset combustion model, and an actual combustion period that is a period from the ignition timing by the ignition plug to an actual combustion timing and that is obtained based on cylinder inner pressure, such that the period from the ignition timing by the ignition plug to the predetermined mass combustion timing, which is the timing when fuel having a predetermined mass ratio combusts, is equalized in each cylinder.

Control apparatus and control method for compression ignition type engine

A control unit performs a vehicle attitude control to reduce a torque generated by an engine when an increase in a steering angle exceeds a standard increase, and a spark ignition controlled compression ignition combustion in a predetermined operating range. In the spark ignition controlled compression ignition combustion, switching of an air-fuel ratio mode is performed between a first air-fuel ratio mode (&#x3bb;&#x3e;1) is formed and a second air-fuel ratio mode (in which a mixed gas of &#x3bb;&#x2264;1) is formed. If the switching of the air-fuel ratio mode is requested without the vehicle attitude control, the control unit allows performing the requested switching of the air-fuel ratio mode. In contrast, if the mode switching is requested in a state where the vehicle attitude control is requested, the control unit disallows switching of the air-fuel ratio mode even when the switching of the air-fuel ratio mode is requested.

Engine control method and engine system

An engine control method includes a step of setting combustion mode in which a first combustion mode in which a mixed gas is combusted by propagating flame or a second combustion mode in which the mixed gas is combusted by self-ignition is selected, a step of setting air-fuel ratio mode in which a lean first air-fuel ratio mode or a second air-fuel ratio mode equal to or richer than a theoretical air-fuel ratio is selected, a step of setting torque reduction in which a torque reduction amount by which a torque generated by an engine is reduced based on a steer angle of a steering wheel, and a suppressing step in which reducing the torque generated by the engine based on the torque reduction amount set in the step of setting torque reduction is suppressed.

When an incremental amount of a steering angle exceeds a reference incremental amount, an ECUexecutes vehicle attitude control of reducing an output torque of an engine, and, in a given operating range, drives a spark plugto allow an air-fuel mixture to be self-ignited at a given timing, thereby executing SPCCI combustion. When there is a request for an additional deceleration from the vehicle attitude control (#12: YES) and the SPCCI combustion is performed (#13: YES), the ECUprohibits ignition retardation and performs torque reduction for the vehicle attitude control, by fuel amount reduction control of reducing the amount of fuel to be supplied into a cylinder(#14). On the other hand, when the SPCCI combustion is not performed (NO in #13), the ECUperforms the ignition retardation to attain the torque reduction for the vehicle attitude control (#15).

A combustion control device for an engine includes a plurality of cylinders, a surge tank disposed in an intake path to the cylinders, an independent intake passage connecting the surge tank and an intake port of each of the cylinders, a fuel injection valve that is disposed for each of the cylinders and that supplies fuel into each of the cylinders, and a control unit that controls a fuel injection amount of each of the fuel injection valves according to an engine operating state. The control unit corrects a target fuel injection amount of each of the cylinders, the target fuel injection amount being determined according to the engine operating state, based on a re-intake correction amount set in each of the cylinders according to a re-intake amount of intake air from the intake port in internal EGR in each of the cylinders.

Combustion control device for engine

A control device is provided for a compression ignition engine, which controls so that partial compression ignition combustion of A/F-lean mixture gas is carried out in a specific range where an engine load is low. In a first range of the specific range, a normal ignition in which sparks are generated in a late period of compression stroke or an early period of expansion stroke to start SI combustion, and a preceding ignition in which sparks are generated at a timing included in intake stroke or compression stroke and earlier than the normal ignition by a given amount or more are performed, and fuel is injected at a timing where fuel is present before the preceding ignition inside the combustion chamber. In a high-load side second range of the specific range, at least the normal ignition is performed and the execution of the preceding ignition is limited.

Control device for compression ignition engine

When an incremental amount of a steering angle exceeds a reference incremental amount, an ECUexecutes vehicle attitude control of reducing an output torque of an engine, and, in a given operating range, drives a spark plugin a manner allowing an air-fuel mixture to be self-ignited at a given timing, thereby executing SPCCI combustion. When there is a request for an additional deceleration from the vehicle attitude control (#: YES), and the SPCCI combustion is performed (#: YES), the ECUexecutes fuel amount reduction control of reducing the amount of fuel to be supplied into a cylinder(#), so as to attain torque reduction for the vehicle attitude control. On the other hand, when the SPCCI combustion is not performed (#: NO), the ECUexecutes ignition retardation control of retarding an ignition timing of the spark plug(#).

A control device is provided for a compression ignition engine, which controls the engine so that partial compression ignition combustion of A/F-lean mixture gas is carried out in a specific range where an engine load is low. In a first range of the specific range, a normal ignition in which sparks are generated in late compression stroke or early expansion stroke to start SI combustion, and a preceding ignition in which sparks are generated at a timing included in intake stroke or compression stroke and earlier than the normal ignition by a given amount are performed, and fuel is injected at a timing where fuel is present inside the combustion chamber before the preceding ignition. In a high-speed side second range of the specific range, at least the normal ignition is performed and the execution of the preceding ignition is limited.

An intake-air temperature controlling device is provided, which includes an engine body, an intake passage, a supercharger, a first passage, a second passage, an intake air flow rate adjuster, an intercooler, a pump, and a controller. The controller outputs a control signal to the pump so that coolant is supplied to the intercooler in a first operating range in which the intake air flow rate adjuster at least partially opens the first passage to supply intake air boosted by the supercharger to the engine body, and outputs a control signal to the pump so that the coolant is supplied to the intercooler also in a second operating range in which an engine load is below a given load, and the intake air flow rate adjuster opens the second passage and closes the first passage to supply the intake air to the engine body in a non-boosted state.

Intake-air temperature controlling device for engine with supercharger

A control system for a compression ignition engine includes a combustion chamber, a throttle valve, an injector, an ignition plug, an EGR system, a sensor device and a controller. The controller includes a first mode module, a second mode module and a changing module configured to change an engine mode from a first mode to a second mode in response to a change demand. The changing module outputs signals to the throttle valve and the injector in response to the demand so that an air-fuel ratio of mixture gas becomes a stoichiometric air-fuel ratio or a substantially stoichiometric air-fuel ratio, and outputs a signal to the EGR system so that an EGR gas amount decreases more than before the demand, and when the EGR gas amount is determined to be decreased to a given amount, the changing module permits that the second mode module starts the second mode.

Control system for compression ignition engine

A control system for a compression ignition engine configured to start compression ignition combustion by igniting mixture gas formed by injecting fuel into combustion chambers is provided, which includes combustion chambers each defined in respective cylinders so that displacements of the combustion chambers change by respective pistons reciprocating, a throttle valve, ignition plugs, injectors, a sensor having measuring parts including an atmospheric-pressure detector configured to detect an atmospheric pressure, and configured to measure parameters related to operation of the engine, and a controller. The controller executes a lean compression ignition combustion control in which compression ignition combustion is performed at a given lean air-fuel ratio higher than a stoichiometric air-fuel ratio. The controller restricts the execution of the lean compression ignition combustion control when the controller determines that the atmospheric pressure is lower than a given threshold based on a signal outputted from the atmospheric-pressure detector.

A control system for a compression ignition engine is provided, which includes a combustion chamber, a throttle valve, an injector, an ignition, a swirl control valve, a sensor and a controller. The controller is configured to execute a first mode module, a second mode module, and a changing module to change an engine mode from a first mode to a second mode in response to a change demand. The changing module outputs signals to the throttle valve and the injector in response to the demand so that an air-fuel ratio of mixture gas becomes a stoichiometric air-fuel ratio, and outputs a signal to the swirl control valve so that an EGR gas amount decreases more than before the demand, and when the EGR gas amount is determined to be decreased to a given amount, the changing module causes the second mode module to start the second mode.

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Hiroshima, Japan

Shinji Takayama