Abstract: In a direct injection internal combustion engine, a fuel injection valve and a spark plug of adjacent cylinders are inclined at different angles from each other in directions perpendicular to a cylinder arrangement direction in which the cylinders are arranged. Besides, the fuel injection valve and the spark plug of at least one of the cylinders are inclined at different angles from each other in directions parallel to the cylinder arrangement direction. A cooling channel is provided between the fuel injection valve and the spark plug of the at least one of the cylinders.

Abstract: In an exhaust path, a HC trapping material which traps HC contained in exhaust gas temporarily, a H2O trap which traps H2O contained in exhaust gas and a CO oxidation catalyst are arranged in this order from the upstream side, wherein the H2O trap is disposed just upstream of and close to the CO oxidation catalyst. H2O and HC which are components disturbing the activity of the CO oxidation catalyst can be removed efficiently and the adsorption heat and condensation heat of H2O can be efficiently utilized to raise the temperature of the CO oxidation catalyst so that early activation of the CO oxidation catalyst is accomplished just after an engine starts.

Abstract: In a direct injection internal combustion engine, a fuel injection valve and a spark plug of adjacent cylinders are inclined at different angles from each other in directions perpendicular to a cylinder arrangement direction in which the cylinders are arranged. Besides, the fuel injection valve and the spark plug of at least one of the cylinders are inclined at different angles from each other in directions parallel to the cylinder arrangement direction. A cooling channel is provided between the fuel injection valve and the spark plug of the at least one of the cylinders.

Abstract: A fuel injection control device for a direct fuel injection engine is configured to selectively control a fuel injection valve, which is configured and arranged to directly inject a first fuel stream per cycle into a combustion chamber, to use a first fuel injection timing when the controller determines that a stratified air-fuel mixture will be difficult to form during a second fuel injection timing based on a determination of an engine operation parameter by at least one sensor. The first fuel injection timing is set to control the injection valve to inject the first fuel stream during an intake stroke while a piston in the combustion chamber is approximately at an intake top dead center position such that a majority of the first fuel stream injected from the fuel injection valve is received inside a cavity formed on the piston.

Abstract: A fuel injection control device for a direct fuel injection engine is configured to selectively control a fuel injection valve, which is configured and arranged to directly inject a first fuel stream per cycle into a combustion chamber, to use a first fuel injection timing when the controller determines that a stratified air-fuel mixture will be difficult to form during a second fuel injection timing based on a determination of an engine operation parameter by at least one sensor. The first fuel injection timing is set to control the injection valve to inject the first fuel stream during an intake stroke while a piston in the combustion chamber is approximately at an intake top dead center position such that a majority of the first fuel stream injected from the fuel injection valve is received inside a cavity formed on the piston.

Abstract: An exhaust gas purifying system for a cylinder direct internal combustion engine having a fuel injector valve for directly injecting fuel into a combustion chamber of the engine. The exhaust gas purifying system comprises an adsorbent catalytic converter disposed in an exhaust gas passageway of the engine. The adsorbent catalytic converter including a catalytic element having an adsorption layer. The adsorption layer contains an adsorbent for adsorbing HC (hydrocarbons) of exhaust gas in a first temperature range and to release the adsorbed HC in a second temperature range which is high relative to the first temperature range, and a catalyst component for promoting reaction for oxidizing HC which is released from the adsorbent.

Abstract: An upstream catalyst (12) which stores oxygen in exhaust gas and releases the stored oxygen for oxidizing a reducing agent component contained in the exhaust gas, and a downstream catalyst (13) which stores nitrogen oxides in the exhaust gas and releases the stored nitrogen oxides by reducing the stored nitrogen oxides by the reducing agent component contained in the exhaust gas, are provided in an exhaust passage (11) of an engine (2). When the storage amount of nitrogen oxides of the downstream catalyst (13) reaches a predetermined value, additional fuel is injected from a fuel injector (7) after combustion, and stored oxygen in the upstream catalyst (12) is released by the reducing agent components in the additional fuel. After release of oxygen, the supply of the additional fuel is stopped and the supply of the main fuel is increased.

Abstract: In an exhaust path, a HC trapping material which traps HC contained in exhaust gas temporarily, a H2O trap which traps H2O contained in exhaust gas and a CO oxidation catalyst are arranged in this order from the upstream side, wherein the H2O trap is disposed just upstream of and close to the CO oxidation catalyst. H2O and HC which are components disturbing the activity of the CO oxidation catalyst can be removed efficiently and the adsorption heat and condensation heat of H2O can be efficiently utilized to raise the temperature of the CO oxidation catalyst so that early activation of the CO oxidation catalyst is accomplished just after an engine starts.

Abstract: In an automotive vehicle with at least one catalyst located in an exhaust passage for adsorbing oxygen contained within exhaust gases entering the catalyst, and an air/fuel ratio sensor located in the exhaust passage upstream of the catalyst for detecting an air/fuel ratio based on a percentage of oxygen contained within the exhaust gases flowing through the exhaust passage and entering the catalyst, an air/fuel ratio control system controls an air/fuel mixture ratio of the engine at as close to stoichiometric as possible, an air/fuel ratio control system calculates a quantity of oxygen stored in the catalyst on the basis of a deviation of the air/fuel ratio detected by the air/fuel ratio sensor from a stoichiometric air/fuel ratio to produce informational data indicative of a calculated value of the quantity of oxygen stored. The control system controls the air/fuel mixture ratio of the engine so that the calculated value of the quantity of oxygen stored is adjusted to a desired value.

Abstract: In an automotive vehicle with at least one catalyst located in an exhaust passage for adsorbing oxygen contained within exhaust gases entering the catalyst, and an air/fuel ratio sensor located in the exhaust passage upstream of the catalyst for detecting an air/fuel ratio based on a percentage of oxygen contained within the exhaust gases flowing through the exhaust passage and entering the catalyst, an air/fuel ratio control system controls an air/fuel mixture ratio of the engine at as close to stoichiometric as possible, an air/fuel ratio control system calculates a quantity of oxygen stored in the catalyst on the basis of a deviation of the air/fuel ratio detected by the air/fuel ratio sensor from a stoichiometric air/fuel ratio to produce informational data indicative of a calculated value of the quantity of oxygen stored. The control system controls the air/fuel mixture ratio of the engine so that the calculated value of the quantity of oxygen stored is adjusted to a desired value.

Abstract: An upstream catalyst (11) which stores oxygen in exhaust gas and releases the stored oxygen for oxidizing a reducing agent component contained in the exhaust gas, and a downstream catalyst (13) which stores nitrogen oxides in the exhaust gas and releases the stored nitrogen oxides by reducing the stored nitrogen oxides by the reducing agent component contained in the exhaust gas, are provided in an exhaust passage (11) of an engine (2). When the storage amount of nitrogen oxides of the downstream catalyst (13) increases, additional fuel is injected from a fuel injector (7) after combustion, and stored oxygen in the upstream catalyst (12) is released by the reducing agent components in the additional fuel. After release of oxygen, the supply of the additional fuel is stopped and the supply of the main fuel is increased.

Abstract: An air-fuel ratio controller for an internal combustion engine with a catalytic converter in an exhaust passage has an air-fuel ratio sensor, an engine sensor, and a control unit. The air-fuel ratio sensor produces a signal indicative of an air-fuel ratio of an exhaust gas in the exhaust passage on an upstream side of the catalytic converter. The engine sensor produces a signal indicative of misfiring of the engine. The control unit is operatively coupled to the air-fuel ratio sensor and the engine sensor. The control unit computes an estimated quantity of oxygen to be stored in the catalytic converter based on the signal from the air-fuel ratio sensor, and determines if the engine is misfiring based on the signal from the engine sensor.

Abstract: A catalyst in an exhaust passage for an engine is capable of storing oxygen. A memory stores, as an oxygen storage capacity, an oxygen storage amount at the time of change of the downstream air-fuel ratio on the downstream side of the catalyst from stoichiometric to lean. A processor calculates the current oxygen storage amount accurately in due consideration of a fast oxygen absorbing rate in the case of the downstream air-fuel ratio being stoichiometric, and a slow oxygen absorbing rate in the case of the downstream air-fuel ratio being lean, and controls the air-fuel ratio of the exhaust gas mixture flowing into the catalyst so as to bring the oxygen storage amount in a region under the oxygen storage capacity.

Abstract: In an automotive vehicle with at least one catalyst located in an exhaust passage for adsorbing oxygen contained within exhaust gases entering the catalyst, and an air/fuel ratio sensor located in the exhaust passage upstream of the catalyst for detecting an air/fuel ratio based on a percentage of oxygen contained within the exhaust gases flowing through the exhaust passage and entering the catalyst, an air/fuel ratio control system controls an air/fuel mixture ratio of the engine at as close to stoichiometric as possible, an air/fuel ratio control system calculates a quantity of oxygen stored in the catalyst on the basis of a deviation of the air/fuel ratio detected by the air/fuel ratio sensor from a stoichiometric air/fuel ratio to produce informational data indicative of a calculated value of the quantity of oxygen stored. The control system controls the air/fuel mixture ratio of the engine so that the calculated value of the quantity of oxygen stored is adjusted to a desired value.

Abstract: An exhaust emission control system for an internal combustion engine is provided. The exhaust emission control system comprises a catalytic converter disposed in an exhaust passage of the engine, a wide-range A/F ratio sensor disposed in the exhaust passage at a location downstream of the catalytic converter for detecting an A/F ratio of a mixture supplied to the engine, and a control unit including a detecting section for detecting the degree of water gas reaction caused in the catalytic converter and a correcting section for correcting a detected value of the A/F ratio on the basis of the degree of water gas reaction.