Toyota Jidosha Kabushiki Kaisha

Yamaha Hatsudoki Kabushiki Kaisha

Nippondenso Co., Ltd.

Nippon Soken, Inc.

Terutoshi Tomoda

Koichiro Nakatani

Tomoyuki Kogo

Tomoyuki Ono

Shinobu Ishiyama

Katsuhiro Ito

Yoshihiro Hisataka

Tomihisa Tsuchiya

Mutsumi Kanda

Toshimi Kashiwagura

Mitsuto Sakai

Michio Furuhashi

Masayoshi Nakagawa

Toshihiko Igashira

Susumu Kojima

Yasuyuki Sakakibara

Yuichi Suzuki

Satoshi Taniguchi

Seiji Morino

Shizuo Abe

Daichi Yamazaki

Hiroshi Nomura

Takehiko Kato

Yoshihiro Okada

Kazuhide Watanabe

Sachio Mori

Kichiro Kato

Eiji Hashimoto

Takashi Usui

Fumito Chiba

Takashi Hashima

Akira Yamaguchi

Hisao Suzuki

Yoshihiro Tsuzuki

Masaharu Ichise

Shinichi Kurosawa

Nobuyuki Shimizu

Tetsuya Saeki

Shinya Furusawa

Masaki Katou

A control apparatus for an internal combustion engine includes phase change means () for advancing or retarding phases of an opening timing and a closing timing of an intake valve (); duration change means () for increasing or decreasing a duration of the intake valve (); and EGR gas amount increase means () for increasing an amount of EGR gas, based on an operating state of an internal combustion engine. The control apparatus further includes intake-valve closing timing advancing means () for advancing the intake-valve closing timing when the amount of EGR gas is increased. The intake-valve closing timing advancing means () advances the intake-valve closing timing by performing a first operation that advances the phases using the phase change means (), and performing a second operation that decreases the duration using the duration change means (), and makes a timing at which the second operation is started later than a timing at which the first operation is started.

Control apparatus and control method for internal combustion engine

Disclosed is a technology that enables better reduction of NOx stored in an NOx catalyst in an exhaust gas purification system for an internal combustion engine. When NOx stored in an NOx catalyst is to be reduced, the air-fuel ratio of the ambient atmosphere around the NOx catalyst is decreased to a target air-fuel ratio by decreasing the air-fuel ratio of the exhaust gas discharged from the internal combustion engine. In doing so, if the temperature of the NOx catalyst is not lower than a specific temperature, the air-fuel ratio of the ambient atmosphere around the NOx catalyst is decreased to the target air-fuel ratio while bringing the combustion state into low temperature combustion. On the other hand, if the temperature of the NOx catalyst is lower than the specific temperature, the air-fuel ratio of the ambient atmosphere around the NOx catalyst is decreased to the target air-fuel ratio while decreasing the quantity of EGR gas in a cylinder so that the amount of generated smoke is kept within an allowable range.

Exhaust gas purification system for internal combustion engine

An object of the present invention is to provide a technology that enables reduction of NOx stored in an NOx catalyst with improved efficiency in an exhaust gas purification system for an internal combustion engine. According to the present invention, when NOx stored in the NOx catalyst is to be reduced, if the temperature of the NOx catalyst is lower than a specific temperature, the air-fuel ratio of the ambient atmosphere around the NOx catalyst is decreased only by decreasing the air-fuel ratio of the exhaust gas discharged from the internal combustion engine, and if the temperature of the NOx catalyst is not lower than the specific temperature, the air-fuel ratio of the ambient atmosphere around the NOx catalyst is decreased either only by adding reducing agent through reducing agent addition means, or by decreasing the air-fuel ratio of the exhaust gas discharged from the internal combustion engine and adding reducing agent through the reducing agent addition means.

A control apparatus for an internal combustion engine () includes intake valve control means (). The internal combustion engine () includes a variable intake valve operating mechanism () that changes a valve opening characteristic of an intake valve (), and rich combustion is performed in the internal combustion engine () to control an exhaust gas purification catalyst () disposed in an exhaust passage (). The intake valve control means () controls the valve opening characteristic of the intake valve () to increase a flow rate of intake air in an early stage of an intake stroke when the rich combustion is performed, as compared to when non-rich combustion is performed.

During a rich spike control for an exhaust gas purification system for an internal combustion engine, a base air-fuel ratio AFb is decreased in a range where a combustion variation &#x394;CC does not exceed a permissible limit &#x394;CCL (S). When the combustion variation &#x394;CC exceeds the permissible limit &#x394;CCL, the spike base air-fuel ratio AFbs is increased (S). When the torque decrease amount &#x394;TD is above the permissible value &#x394;TDL, the spike base air-fuel ratio AFbs is decreased (S). When the combustion variation &#x394;CC is above the permissible limit &#x394;CCL, and the torque decrease amount &#x394;TD is above the permissible value &#x394;TDL, the spike base air-fuel ratio AFbs is increased, and a fuel discharge time number EN is increased (S).

Exhaust gas purification system for internal combustion engine and control method for same

A control apparatus for an internal combustion engine, which can generate exhaust pressure pulsation at an early period while suppressing the degradation of volumetric efficiency, when a request to enhance the exhaust pressure pulsation is made in the internal combustion engine which includes a variable valve mechanism that makes variable a valve overlap period, and a variable nozzle type turbocharger.

Control apparatus for internal combustion engine

An internal combustion engine control apparatus that prevents an abrupt change in the air amount at the time of supercharger switching. The control apparatus enters a small turbo operating state in which a small turbocharger is mainly operative, during relatively low-rotation-speed and low-load side, and enters a large turbo operating state in which a large turbocharger is mainly operative, in a relatively high-rotation-speed and high-load. In the small turbo operating state, the control apparatus can exercise charging efficiency enhancement control by using a scavenging effect. Before switching from the small turbo operating state to the large turbo operating state, the control apparatus predicts whether the large turbocharger will build up its boost pressure quickly or slowly. When slow boost pressure is predicted, the control apparatus exercises charging efficiency enhancement control to provide a low degree of charging efficiency enhancement.

Fuel pipes guide fuel from a fuel tank provided in a rear area of the vehicle to a low-pressure fuel supply system and a high-pressure fuel supply system, respectively, for injecting the fuel to an engine provided in a front area of the vehicle. A branch point between the fuel pipes is arranged in the vicinity of the fuel tank to secure a long pipe length between the low-pressure fuel supply system and the high-pressure fuel supply system. This can suppress variation in fuel pressure at the low-pressure fuel supply system attributable to the fuel that is discharged from the high-pressure fuel pump within the high-pressure fuel supply system back to the fuel pipe.

Fuel supply apparatus for vehicle

An electrically driven type low-pressure fuel pump whose flow rate can be set draws fuel from a fuel tank and discharges it at a prescribed pressure commonly to a low-pressure fuel supply system including intake manifold injectors and a low-pressure delivery pipe and to a high-pressure fuel supply system including in-cylinder injectors, a high-pressure delivery pipe and a high-pressure fuel pump. The discharge flow rate of the low-pressure fuel pump is set based on required supply quantities to the low-pressure fuel supply system and to the high-pressure fuel supply system obtained according to the engine operation conditions. The discharge quantity of the fuel pump in the internal combustion engine can be set as appropriate, and thus, deterioration in fuel efficiency due to excessive flow rate setting and operation failure due to insufficient fuel supply can be prevented, whereby reliability is improved.

Fuel supply apparatus

A dual-injector fuel injection engine includes a cylinder block, a cylinder head, an intake port, an intake manifold, a surge tank, an in-cylinder injector, an intake pipe injector, and first and second delivery pipes. The in-cylinder injector is positioned below the intake port, when seen from an axial direction of a crank shaft, and attached to the cylinder head. The intake pipe injector and the second delivery pipe are supported above the intake port, when seen from the axial direction of the crank shaft, by the intake manifold to be close to the intake port.

Dual-injector fuel injection engine

A low-pressure fuel supply system for applying pressure to a fuel by using a feed pump and supplying the fuel to a manifold fuel injection mechanism, and a high-pressure fuel supply system branched from the low-pressure fuel supply system and for applying pressure to the low-pressure fuel by using a high-pressure pump of a metering delivery type driven in accordance with the engine operation state and supplying the resultant fuel to an in-cylinder fuel injection mechanism are provided. The high-pressure pump supplies all the pressurized fuel to the high-pressure fuel supply system, irrespective of an actuation state of the in-cylinder fuel injection mechanism. Excessive fuel is returned when a relief valve is opened. Thus, pulsation caused by operation of the high-pressure pump is reduced, and the fuel can be supplied in a proper quantity.

Fuel supply apparatus for internal combustion engine

In an internal combustion engine, it is first determined whether a load factor of the internal combustion engine is a specified value or more and the engine speed of the internal combustion engine is a specified speed or less. If these conditions are satisfied, fuel is injected from both of a port injection valve and a direct injection valve, and a fuel injection timing of the direct injection valve is decided so as to inject fuel from the direct injection valve during the compression stroke of the internal combustion engine.

Method and apparatus for controlling operation of internal combustion engine, and the internal combustion engine

Each cylinder is provided with an ignition plug, two intake valves, direct fuel injector, and a port fuel injector. When homogeneous combustion is demanded, the direct fuel injector and port fuel injector inject fuel on the same engine cycle. The port fuel injector is installed so that the amount of fuel directed toward outer regions of the intake valves is larger than that of fuel directed toward inner regions of the intake valves, thereby causing only fresh air to flow to regions near the inner regions of the intake valves.

Spark ignition internal combustion engine

A control system controls a spark-ignition internal combustion engine. The spark-ignition internal combustion engine includes a cylinder, and a fuel injection valve arranged in the cylinder; and an intake port that communicates with the cylinder, and a fuel injection valve arranged in the intake port. Fuel is injected from both the fuel injection valves in at least a part of an operating range. If combustion fluctuations exceed a predetermined amount, in consideration of a preset proportion of fuels to be injected into the cylinder and the intake port, a proportion of fuel to be injected into the cylinder is decreased and a proportion of fuel to be injected into the intake port is increased.

System and method for controlling spark-ignition internal combustion engine

A direct fuel injection-type spark-ignition internal combustion engine is disclosed. The engine comprises a fuel injector for injecting fuel as a spray in nearly the shape of a fan having a relative small thickness, a spark plug and a cavity formed on the top surface of a piston. The cavity has a long and narrow groove-like shape. The spray is injected by the fuel injector such that the spray is almost parallel with the center axis of the piston, and impinges in the cavity. The spark plug is arranged in the upper portion of the cylinder to face the cavity.

Growing community of inventors

Mishima, Japan

Terutoshi Tomoda