Mazda Motor Corporation

Yoshiyuki Shinya

Mitsuo Hitomi

Takayoshi Hayashi

Taketoshi Yamauchi

Kouji Asanomi

Kouji Sumida

Keiji Araki

Toshiaki Nishimoto

Noriyuki Iwata

Tomomi Watanabe

Tadashi Kaneko

Tsutomu Shimizu

Shingo Harada

Itaru Okuno

Yoshitaka Tabara

Tsunehisa Okuda

Toshihide Yamamoto

Akitomo Kume

Tsukasa Harada

Hiroshi Monden

Kenichiro Tanaka

Hiroshi Takagi

Hiroyuki Kisaka

Yasuaki Hasegawa

For the purpose of improving the fuel efficiency by lean combustion and enhancing the fuel efficiency improvement effects by performing compression ignition efficiently in some cylinders, a multi-cylinder spark ignition engine is constructed such that exhaust gas, that is exhausted from preceding cylindersA,D on the exhaust stroke side among pairs of cylinders whose exhaust stroke and intake stroke overlap in a low load, low rotational speed region, is directly introduced through an inter-cylinder gas passageinto following cylindersB,C on the intake stroke side and only gas exhausted from the following cylindersB,C is fed to an exhaust passage, which is provided with a three-way catalyst. Combustion controller is provided that controls the combustion of each of the cylinders such that combustion is conducted by forced ignition in a condition in which the air/fuel ratio is a lean air/fuel ratio which is larger by a prescribed amount than the stoichiometric air/fuel ratio in the preceding cylindersA,D and, in the following cylindersB,C, fuel is supplied to burnt gas of lean air/fuel ratio introduced from the preceding cylindersA,D and combustion is conducted by compression ignition.

Spark ignition engine control device

The invention is intended to provide improved emission-cleaning performance by use of a three-way catalyst alone, without the need for a lean NOx catalyst, while ensuring a fuel economy improvement effect of lean burn operation. A multicylinder spark-ignition engine is constructed such that, in a pair of preceding and following cylinders whose exhaust and intake strokes overlap each other, burned gas discharged from the preceding cylinder (A,D) which is currently in the exhaust stroke is introduced directly into the following cylinder (B,C) which is currently in the intake stroke through an intercylinder gas channel () and gas discharged from only the following cylinder (B,C) is led to an exhaust passage () provided with a three-way catalyst () in a low-load, low-speed operating range. Fuel supply to the individual cylinders is controlled in such a manner that combustion in the preceding cylinder (A,D) is made under lean mixture conditions at an air-fuel ratio larger than the stoichiometric air-fuel ratio by a specific amount and combustion in the following cylinder (B,C) is made under conditions of the stoichiometric air-fuel ratio created by supplying fuel to the burned gas introduced from the preceding cylinder (A,D).

Control device for spark-ignition engine

In a pair of preceding and following cylinders whose exhaust and intake strokes overlap each other, intake air supplied to the preceding cylinder (A,D) is supercharged by a turbocharger () to produce combustion at a 'lean' air-fuel ratio in the preceding cylinder (A,D), and burned gas discharged from the preceding cylinder (A,D) is introduced into the following cylinder (B,C) through an intercylinder gas channel (). Combustion in the following cylinder (B,C) is made at an air-fuel ratio equal to or smaller than the stoichiometric air-fuel ratio by supplying fuel to the burned gas of a 'lean' air-fuel ratio introduced from the preceding cylinder (A,D), and gas discharged from the following cylinder (B,C) is led to an exhaust passage () provided with a three-way catalyst ().

Control device for supercharged engine

An engine control system for diminishing driveline vibrations extracts resonant frequency component coincident in frequency with a driveline resonant vibration according to a gear ratio of a transmission of the driveline from a change in charging efficiency with time that is detected on the basis of a signal representative of an amount of intake air, converts the resonant frequency component to a demanded amount of engine torque reduction after having adjusted the resonant frequency component in phase, and causes the demanded amount of engine torque reduction by retarding an ignition timing and/or reducing an amount of fuel injection.

Control system for internal combustion engine

An apparatus for controlling a rotational phase is disclosed. The apparatus comprises an input member provided so as to be rotatable, an output member co-axially provided with the input member so as to be rotatable, a planetary gear mechanism co-axially provided with the input member and the output member for connecting the input member with the output member, the planetary gear mechanism including three elements, namely a sun gear, a planetary carrier supporting planetary gears and a ring gear, a drive apparatus connected with one of the three elements of the planetary gear mechanism for shifting a rotation phase, the drive means including two members which are rotatable with respect to each other. One of the input member and the output member is connected with the ring gear, and the other of the input member and the output member is connected with the planetary carrier. The two members of the drive apparatus is co-axially provided with the planetary gear mechanism. One of the two members is secured to the fixed side, and the other of the two members is connected with the sun gear.

Apparatus for controlling rotational phase

Engine control system for an engine equipped with a variable valve timing mechanism for altering intake valve duration delivers the amount of fuel required every engine cycle through leading and trailing injection, the duration times of which are complementarily altered according to changes in intake valve duration.

Engine control system

According to the gear shift controlling device of the automatic transmission of the present invention, by using an engine load signal for which decreasing change was tempered, in the case where the actual engine load decreases the working state of engine is prevented from crossing the gear shift line for shift up on a gear shift diagram at the time of deceleration running with an accelerator pedal closed. Therefore, contingent shift up at deceleration running can be prevented and lack of working of the engine brake can be eliminated. In addition, unnecessary shift down following the shift up can be prevented and proper gear shift control according to the running state can be carried out.

Gear shift controlling device of automatic transmission

An engine control system for suppressing vibration of a car body, primarily at acceleration thereof, by varying engine output torque. The system for suppression of the car body vibration takes into consideration car vibration detection delay time created by the intermittent detection of vibration data. The system includes a detector for intermittently detecting data relating to car body vibration, a period setting device for setting a period of car body vibration, a delay time setting device for setting a delay time corresponding to a detection delay time due to the intermittent detection of the vibration data detector, and a torque controller for controlling engine output torque by advancing a phase of engine output torque control timing by the delay time corresponding to the detection delay time, which is set by the delay time setting device, in each period of car body vibration set by the period setting device.

Engine control system for suppressing car body vibration

Growing community of inventors

Aki-gun, Japan

Yoshiyuki Shinya