Toyota Jidosha Kabushiki Kaisha

Other

Takekazu Ito

Shizuo Sasaki

Kouji Yoshizaki

Masato Gotoh

Tsukasa Abe

Hiroki Murata

Satoshi Iguchi

Shinya Hirota

Toshiaki Tanaka

Takamitsu Asanuma

Kazuhiro Itoh

Hiroki Matsuoka

Shunsuke Toshioka

Koichiro Nakatani

Koichi Kimura

Shinji Ikeda

Akira Mikami

Taro Aoyama

Jun Tahara

Tatsumasa Sugiyama

Keiichi Mizuguchi

Yasuhiro Ohtsubo

Hideyuki Kusatugu

Masakuni Yokoyama

Mamoru Oki

In an exhaust gas purification apparatus for an internal combustion engine, a technique is provided which makes it possible to recover an exhaust gas purification ability more efficiently than ever. In the exhaust gas purification apparatus for an internal combustion engine which recovers an exhaust gas purification ability of a filter by supplying fuel to the filter that is arranged on an exhaust passage of the internal combustion engine for purifying an exhaust gas, in case where the exhaust gas purification ability of the filter is to be recovered, the supply of fuel is executed so as to make the degree of fuel atomization relatively low, as shown in (b), when the temperature of an exhaust gas flowing into the filter is in a first predetermined range, and when the temperature of the filter is in a second predetermined range, whereas the supply of fuel is executed so as to make the degree of fuel atomization relatively high, as shown in (a), when the temperature of the exhaust gas flowing into the filter is lower than a lower limit temperature of the first predetermined range, or when the temperature of the filter is higher than an upper limit temperature of the second predetermined range.

Exhaust gas purification apparatus for internal combustion engine

An internal combustion is capable of switching, during engine operation, between a low-temperature combustion state in which an intake air with a high EGR rate is burned to operate the engine, and a normal combustion state in which an intake air with a low EGR rate is burned to operate the engine. In the internal combustion engine, a pilot injection is executed in addition to a main fuel injection, and furthermore the execution of the pilot injection is restricted during the engine operation with a combustion state switched to the low-temperature combustion state.

Internal combustion engine and control method of the same

An engine where first combustion where the amount of the EGR gas in the combustion chamber is larger than the amount of EGR where the amount of production of soot peaks and almost no soot is produced and a second combustion where the amount of EGR gas in the combustion chamber ( ) is smaller than the amount of EGR gas where the amount of production of soot peaks are selectively switched between. When switching between the first combustion and second combustion, the injection timing is delayed until after top dead center of the compression stroke,

Internal combustion engine

An exhaust gas purifier includes a particulate filter for oxidizing collected particulates, a reversing device that reverses an exhaust gas upstream side and an exhaust gas downstream side of the particulate filter. The particulate filter includes a collecting wall for collecting the particulates, which includes a first collecting surface and a second collecting surface. The first and the second collecting surfaces are alternately used for collecting the particulates by the reversing device. The catalyst device is arranged adjacent to the particulate filter at a position always being at the downstream side of the particulate filter.

Exhaust gas purifier for internal combustion engine

An internal combustion engine has an EGR passage provided with an EGR control valve and a catalyst for purifying the EGR gas. When the internal combustion engine operates in a low-temperature combustion mode in which the amount of EGR gas supplied to a combustion chamber is larger than that of EGR gas with which the amount of soot produced reaches a peak, and almost no soot is produced, a controller reduces an opening amount of the exhaust gas recirculation control valve so as to increase an exhaust gas temperature, and reduces an opening amount of the throttle valve so as to suppress an increase in the amount of the EGR gas, thereby to reduce reductions in the temperature of the EGR gas and the temperature of the catalyst.

Internal combustion engine and method for controlling the internal combustion engine

An internal combustion engine performs a second mode of combustion where the EGR is less than the EGR gas that peaks the production of soot. The engine then performs a first mode of combustion where the EGR is greater than the EGR that peaks the production of soot. During the second mode, the engine curbs hydrocarbon supplied to an exhaust gas control catalyst by performing a combustion where hydrocarbon does not increase. The exhaust gas temperature discharged becomes relatively high and the EGR rate is set to zero. The engine then increases the hydrocarbon supplied to the catalyst by performing a combustion that increases the hydrocarbon. The temperature of exhaust gas discharged becomes relatively high, and the EGR rate is gradually increased. Accordingly, the engine quickly warms up the catalyst while preventing problems that occur, like clogging of an exhaust gas recirculation passage.

Internal combustion engine and method for recirculating exhaust gas

A fuel injector and a spark plug are arranged inside a combustion chamber of an internal combustion chamber. Fuel is injected from the fuel injector at the end of the compression stroke. When the amount of EGR gas is increased, the amount of production of soot peaks. When the amount of EGR gas is further increased, soot is no longer produced. The amount of EGR gas in the combustion chamber is made larger than the amount of EGR gas where the amount of production of soot peaks. Due to this, the production of soot in the combustion chamber is suppressed.

An exhaust gas after-treatment device arranged in an exhaust passage of an engine, which raises the temperature of the exhaust gas after-treatment device by making selective use of a first injection pattern injecting only main fuel and delaying the injection timing of the main fuel Q , a second injection pattern injecting auxiliary fuel Q near top dead center of the suction stroke and delaying the injection timing of the main fuel Q , and a third injection pattern injecting auxiliary fuel Q and Q before injection of the main fuel and after injection and delaying the injection timing of the main fuel Q .

Air-fuel control system for exhaust gas purification on ice

An engine where first combustion where the amount of the EGR gas in the combustion chamber is larger than the amount of EGR where the amount of production of soot peaks and a second combustion where the amount of EGR gas in the combustion chamber is smaller than the amount of EGR gas where the amount of production of soot peaks are selectively switched between and where an NO,absorbent is placed in the exhaust passage of the engine. When SO,should be released from the NO,absorbent, the first combustion is performed under a rich air-fuel ratio, while when the second combustion is performed, auxiliary fuel is injected during the first part of the suction stroke or the expansion stroke and the injection timing of the main fuel is delayed by a large extent.

A compression ignition type engine, wherein a first combustion where the amount of the inert gas in the combustion chamber is larger than the amount of inert gas where the amount of production of soot peaks and almost no soot is produced and a second combustion where the amount of inert gas in the combustion chamber is smaller than the amount of inert gas where the amount of production of soot peaks are selectively switched between. The second combustion is performed after the engine operation is started until a catalyst arranged in the engine exhaust passage has become activated and, the first combustion is performed after the catalyst has become activated.

Compression ignition type engine

A first combustion mode in which an amount of an EGR gas within a combustion chamber is higher than that of the EGR gas when a generated amount of soot reaches a peak and substantially no soot is generated. A second combustion mode in which the amount of the EGR gas within the combustion chamber is lower than that of the EGR gas when the generated amount of soot reaches the peak are selectively performed. A catalyst is disposed within an engine exhaust passage wherein a temperature of the catalyst is adjusted so as to be within a predetermined range.

Internal combustion engine and method for controlling an internal combustion engine

An internal combustion engine system is capable of reducing soot and NOx simultaneously, and prevents the occurrence of an undesirable situation where a generation amount of soot is increased in accordance with frequent transitions between a first combustion mode and a second combustion mode. In the system, the first combustion mode in which an amount of inert gas supplied to the combustion chamber is larger than an amount of the inert gas that causes the generation amount of soot to become a peak, such that soot is hardly generated, and a second combustion mode in which an amount of the inert gas supplied to the combustion chamber is smaller than the amount of the inert gas that causes the generation amount of soot to become a peak, are selectively performed. When conditions are such that switching between the first combustion mode and the second combustion mode has or may occur frequently, the execution of the first combustion mode is controlled. The frequency of switching can be determined, for example, based on a frequency of change of the engine load, an operational state of the engine, or road information.

Internal combustion engine system

A stable combustion without generating smoke or misfire is performed by selectively conducting a first combustion mode and a second combustion mode. In the first combustion mode, an amount of an inert gas, e.g., EGR gas, provided to a combustion chamber is made to be larger than an amount of the inert gas that causes the generation amount of soot to become a peak amount. This causes substantially no soot to be generated. In the second combustion mode, the amount of the inert gas provided to the combustion chamber is made to be smaller than the amount that causes the generation amount of soot to become a peak amount. The injection timing is quickened if the injection amount is increased in the first combustion mode, and the injection timing is delayed if the injection amount is reduced.

Internal combustion engine, controller and method

An internal combustion engine that selectively switches from a first combustion in which an amount of an exhaust gas recirculation gas within a combustion chamber is more than the amount of the exhaust gas recirculation gas when an amount of soot generated reaches a peak amount to generate substantially no soot, that is, a low temperature combustion, and a second combustion in which the amount of the exhaust gas recirculation gas within the combustion chamber is less than the amount of the exhaust gas recirculation gas when the amount of soot generated reaches the peak amount. The switching is selectively performed, such that, a stable low temperature combustion corresponding to the air fuel ratio is performed by shifting the area for performing the low temperature combustion to the high load side as the air fuel ratio is reduced.

A compression ignition type engine comprising a combustion pressure sensor arranged in the combustion chamber, wherein whether defective combustion is occurring or not is judged from a change in the combustion pressure and the air-fuel ratio is made larger when it is judged that defective combustion is occurring.

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Toyota, Japan

Takekazu Ito