Honda Motor Co., Ltd.

Denso Corporation

Tatsuya Uchimoto

Hiroshi Sono

Kenichiro Ikeya

Yutaka Tajima

Nobuhiko Sasaki

Yukihisa Yamaya

Mitsuhiro Shibata

Ken Ogawa

Takehito Kimata

Goichi Katayama

Takao Mishima

Shinichi Okunishi

Yoshimasa Kaneko

Akihiro Yamaguchi

Hiroshi Amaike

An exhaust gas purifying apparatus for an internal combustion engine, in which a NOx absorbing catalyst and a NOx concentration sensor for detecting a NOx concentration in exhaust gases of the engine, are provided in an exhaust passage of the engine. A rich spike for temporarily enriching the air-fuel ratio is performed, and an execution timing of the rich spike is determined based on a detected output from the NOx concentration sensor. Performing the rich spike is determined to be unnecessary during a reducing state period from the time the rich spike ends to the time a preset time period has elapsed, and is also determined to be unnecessary when a change tendency of the detected output is determined to be an output decreasing state where the detected output is decreasing. The execution timing of the rich spike is determined using the detected output when the change tendency is determined to be an output staying/increasing state where the detected output is staying at a constant value or increasing after the end timing of the reducing state period.

Exhaust gas purifying apparatus for internal combustion engine

In a cross section in which squish flow from an outer peripheral part of a piston () toward a cavity () is large due to a width (W) of a squish area (SA) being large and a squish clearance (C) being small, a collision angle (&#x3b1;) at which a fuel injection axis (Li) collides with the cavity () is made large, whereas in a cross section in which squish flow is small due to the width of the squish area (SA) being small and the squish clearance being large, the collision angle at which a fuel injection axis collides with the cavity () is made small. This enables a tendency for fuel to flow out to the exterior of the cavity () in a cross section where the squish flow is small to be weakened, and a tendency for fuel to flow out to the exterior of the cavity () in a cross section where the squish flow is large to be strengthened, thereby making the conditions in which fuel and air are mixed uniform throughout the entire region of the cavity ().

Direct fuel-injected engine

In a direct fuel injection diesel engine having a piston with a pentroof-shaped top face, with regard to a pentroof-shaped piston () with a cavity () recessed in a central part of the top face, a radial width S of a squish area () formed between an outer peripheral part of the top face and a lower face of a cylinder head () changes in the circumferential direction of the piston (). By setting a squish clearance H large for a portion where the radial width S of the squish area () is large and setting the squish clearance H small for a portion where the radial width S of the squish area () is small, more specifically, by setting S/H so that it is constant in the circumferential direction, it is possible to make the strength of the squish flow uniform in the circumferential direction of the piston, thus promoting the mixing of air and fuel and reducing harmful exhaust components.

Direct fuel injection diesel engine

In a direct fuel injection diesel engine equipped with a pentroof-shaped piston, when fuel is injected into a cavity () recessed in a central part of a piston (), for which the height of a top face changes in the circumferential direction, from a fuel injection point (Oinj) of a fuel injector disposed on a piston central axis along a plurality of fuel injection axes (LiLi), if a cross-section of the cavity () passing along the fuel injection axis (LiLi) is defined as a fuel injection cross-section (Sn), a cross-sectional shape (see shaded portion) of the cavity () defined by first to third specific points (An, Bn, Cn) on the fuel injection cross-section (Sn) is set so as to be substantially equal for each fuel injection cross-section (Sn). By so doing, the conditions in which fuel and air are mixed in each fuel injection cross-section (Sn) can be made uniform, the engine output can be improved, and harmful exhaust substances can be reduced.

In a direct fuel injection diesel engine equipped with a pentroof-shaped piston, a collision angle (&#x3b1;) at which fuel injected in a direction in which the height of the top face of a piston () is high collides with a cavity () is set larger than a collision angle (&#x3b2;) at which fuel injected in a direction in which the height of the top face of the piston () is low collides with the cavity (). By so doing, in a direction in which the height of the top face is high fuel that has collided with the cavity () easily rebounds upward, thus achieving effective combustion by mixing with a large amount of air present in the vicinity of the opening of the cavity () where the height is high, and in a direction in which the height of the top face is low it is difficult for fuel that has collided with the cavity () to rebound upward, thus achieving effective combustion by suppressing the flowing out of fuel or flame from the opening of the cavity () where the height is low, thereby appropriately mixing fuel and air in all directions in the circumferential direction of the cavity and making it possible to improve the engine output and reduce harmful exhaust substances.

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Wako, Japan

Tatsuya Uchimoto