Abstract: In a power control device for a vehicle in which an electric motor for driving the vehicle to travel is supplied with power from a battery mounted on the vehicle and a fuel cell, a control unit sets a target charging rate (SOCt) of the battery in such a manner that the target charging rate decreases as a remaining fuel amount (Qf) of the fuel cell decreases after the power generation of the fuel cell is started during high-output/high-speed travelling and controls a power generation output (Pf) of the fuel cell based on a difference between the target charging rate (SOCt) and a current charging rate (SOC).

Abstract: Provided is a power control apparatus for a fuel cell vehicle which includes a fuel cell and which is driven by an electric motor that is supplied with electric power from the fuel cell. The power control apparatus includes an accelerator sensor that detects an operation of an accelerator, and a control unit that controls the fuel cell to increase the output power of the fuel cell so as to correspond to an increase in a requested acceleration output based on the detected accelerator opening degree. When the accelerator opening degree is less than a first accelerator determination value that is set in advance, the control unit controls the fuel cell to suppress an increase in the output power thereof.

Abstract: Provided is a warm-up apparatus for a fuel cell for an electrically driven vehicle in which a fuel cell and a secondary battery are mounted as power sources of a motor for travelling, and which, when charging of the secondary battery is required, stops operation of the fuel cell and charges the secondary battery with electric power from an external power source by means of a battery charger. The warm-up apparatus includes: a secondary battery cooling circuit that cools the secondary battery; a fuel cell cooling circuit that cools the fuel cell; a connection passage that connects the secondary battery cooling circuit and the fuel cell cooling circuit through a switching valve; and a warm-up control unit that, during charging of the secondary battery, controls the switching valve so that the secondary battery cooling circuit and the fuel cell cooling circuit communicate through the connection passage.

Abstract: Provided is a power control apparatus for a fuel cell vehicle which includes a fuel cell and which is driven by an electric motor that is supplied with electric power from the fuel cell. The power control apparatus includes an accelerator sensor that detects an operation of an accelerator, and a control unit that controls the fuel cell to increase the output power of the fuel cell so as to correspond to an increase in a requested acceleration output based on the detected accelerator opening degree. When the accelerator opening degree is less than a first accelerator determination value that is set in advance, the control unit controls the fuel cell to suppress an increase in the output power thereof.

Abstract: In a power control device for a vehicle in which an electric motor for driving the vehicle to travel is supplied with power from a battery mounted on the vehicle and a fuel cell, a control unit sets a target charging rate (SOCt) of the battery in such a manner that the target charging rate decreases as a remaining fuel amount (Qf) of the fuel cell decreases after the power generation of the fuel cell is started during high-output/high-speed travelling and controls a power generation output (Pf) of the fuel cell based on a difference between the target charging rate (SOCt) and a current charging rate (SOC).

Abstract: A direct injection internal combustion engine employs a spray guided combustion method, wherein a fuel spray injected from a fuel injection valve is collected at an electrode section of a spark plug so that satisfactorily high combustion performance may be achieved even with a small amount of injected fuel. The engine includes spray control posts 30 arranged on both sides of the spark plug 5, for guiding the fuel injected from the fuel injection valve 4 to be directed toward the electrode section 10 of the spark plug 5.

Abstract: A fuel injection unit of an internal combustion engine includes at least an injector, an inlet opening, and an intake stroke injection device. A controller causes the intake stroke injection device to cause the injector to inject fuel in an intake stroke so that the fuel is introduced into an interior of a cylinder from the inlet opening. The fuel is injected from the injector into a range, which spreads in a width of an inside of the inlet opening when viewed from above of the cylinder, and which spreads in a width defined in a side of a center of the cylinder from a valve shaft in a state where the inlet valve is in a maximum lift-up level within the inside of the inlet opening when viewed from a lateral of the cylinder.

Abstract: An object of the invention is to provide a direct injection internal combustion engine employing a spray guided combustion method, wherein a fuel spray injected from a fuel injection valve is collected at an electrode section of a spark plug so that satisfactorily high combustion performance may be achieved even with a small amount of injected fuel. The engine according to the invention includes spray control posts 30 arranged on both sides of the spark plug 5, for guiding the fuel injected from the fuel injection valve 4 to be directed toward the electrode section 10 of the spark plug 5.

Abstract: When, in a coexistence region where stratified combustion by a spray-guide method (SG combustion) and stratified combustion by a wall-guide method (WG combustion) are both practicable, a change from the SG combustion to the WG combustion is carried out, an ECU obtains point b giving a set of a fuel injection timing and an ignition timing capable of achieving the same target torque as a target torque in the SG combustion before the change, by the WG combustion, and changes the fuel injection timing and ignition timing stepwise from point a within an SG region to point b within a WG region, jumping across a misfire region, and then continuously to point c giving an optimal set of a fuel injection timing and an ignition timing corresponding to an MBT.

Abstract: When, in a coexistence region where stratified combustion by a spray-guide method (SG combustion) and stratified combustion by a wall-guide method (WG combustion) are both practicable, a change from the SG combustion to the WG combustion is carried out, an ECU obtains point b giving a set of a fuel injection timing and an ignition timing capable of achieving the same target torque as a target torque in the SG combustion before the change, by the WG combustion, and changes the fuel injection timing and ignition timing stepwise from point a within an SG region to point b within a WG region, jumping across a misfire region, and then continuously to point c giving an optimal set of a fuel injection timing and an ignition timing corresponding to an MBT.

Abstract: A direct injection internal combustion engine includes catalysts for purifying exhaust gases, the catalysts being disposed in an exhaust passage of the engine. A control device controls the engine so as to warm up or activate the catalysts. The control device includes a first control part for controlling the engine with an air-fuel ratio of the engine being set at a value in proximity to a stoichiometric air-fuel ratio, an ignition timing being set at a point after a top dead center and a fuel injection timing being set within a compression stroke, and a second control part for controlling the engine with an air-fuel ratio of the engine being set at a value in proximity to a stoichiometric air-fuel ratio, with an ignition timing being set before a top dead center and a fuel injection timing being set within a compression stroke after the first control part controls the engine. The controlling operation performed by the first control part enables stable after-burning and raises the exhaust temperature.

Abstract: When an increase in a temperature of an exhaust-gas purifying catalyst device in an in-cylinder injection type internal combustion engine is demanded, a temperature-increase control section in an electronic control unit accomplishes stratified combustion by causing each fuel injection valve to inject fuel directly into the associated combustion chamber in a compression stroke in such a way that the air-fuel ratio of the internal combustion engine is in a vicinity of a stoichiometric air-fuel ratio. This allows the temperature of the exhaust-gas purifying catalyst device to be maintained or increased without increasing fuel consumption.

Abstract: When an increase in a temperature of an exhaust-gas purifying catalyst device in an in-cylinder injection type internal combustion engine is demanded, a temperature-increase control section in an electronic control unit accomplishes stratified combustion by causing each fuel injection valve to inject fuel directly into the associated combustion chamber in a compression stroke in such a way that the air-fuel ratio of the internal combustion engine is in a vicinity of a stoichiometric air-fuel ratio. This allows the temperature of the exhaust-gas purifying catalyst device to be maintained or increased without increasing fuel consumption.

Abstract: When an increase in a temperature of an exhaust-gas purifying catalyst device in an in-cylinder injection type internal combustion engine is demanded, a temperature-increase control section in an electronic control unit accomplishes stratified combustion by causing each fuel injection valve to inject fuel directly into the associated combustion chamber in a compression stroke in such a way that the air-fuel ratio of the internal combustion engine is in a vicinity of a stoichiometric air-fuel ratio. This allows the temperature of the exhaust-gas purifying catalyst device to be maintained or increased without increasing fuel consumption.

Abstract: An electronic control unit (40) for controlling an internal combustion engine drive executes a first operation mode for injecting a fuel in a suction stroke while making an air/fuel ratio feedback control, when a demand for improving output characteristics is made in a medium/high load drive state of the engine. In response to a demand for raising the temperature of a catalyst, moreover, the first operation mode is switched to a second operation mode in which the fuel is injected in a compression stroke while making an air/fuel ratio feedback control performing a predetermined air/fuel ratio in the vicinity of a stoichiometric air/fuel ratio as a target value.

Abstract: A direct injection internal combustion engine includes catalysts for purifying exhaust gases, the catalysts being disposed in an exhaust passage of the engine. A control device controls the engine so as to warm up or activate the catalysts. The control device includes a first control part for controlling the engine with an air-fuel ratio of the engine being set at a value in proximity to a stoichiometric air-fuel ratio, an ignition timing being set at a point after a top dead center and a fuel injection timing being set within a compression stroke, and a second control part for controlling the engine with an air-fuel ratio of the engine being set at a value in proximity to a stoichiometric air-fuel ratio, with an ignition timing being set before a top dead center and a fuel injection timing being set within a compression stroke after the first control part controls the engine. The controlling operation performed by the first control part enables stable after-burning and raises the exhaust temperature.

Abstract: An in-cylinder injection type internal combustion engine, which includes a main fuel injection control unit that drives a fuel injector to inject fuel directly into a combustion chamber, is provided so that premixed combustion or stratified charge combustion takes place depending upon operating conditions of the engine. The engine further includes an additional fuel injection control unit that drives the fuel injector to inject additional fuel during an expansion stroke after the fuel injector is driven by the main fuel injection control unit, when it is necessary to increase the temperature of a catalyst provided in an exhaust passage for purifying exhaust gas. An exhaust manifold includes an exhaust chamber, in which the exhaust gas remains, and the additional fuel that is left unburned is re-burned in the exhaust chamber.

Abstract: An intake system construction for an internal combustion engine includes a combustion chamber formed with upper and lower extremities thereof defined by a lower wall of a cylinder head and a top wall of a piston, an intake open end formed in the lower wall in opposition to the combustion chamber on one side of a reference plane which contains a central axis of the cylinder, an intake port formed in communication with the combustion chamber via the intake open end and extending upwardly from the intake open end so that a vertical swirl of inducted air is formed in the combustion chamber, an intake valve having a head portion for opening or closing the intake open end and a stem portion extending from the head portion to an upstream side of the intake port through the cylinder head, and a straightening member arranged in the intake port on a downstream side of the stem portion so that an inducted air flow is straightened on the downstream side of the stem portion.

Abstract: An intake system construction according to the present invention for an internal combustion engine is provided with a combustion chamber formed with upper and lower extremities thereof defined by a cylinder head and a piston, an intake open end arranged for being opened or closed by an intake valve, an exhaust open end arranged for being opened or closed by an exhaust valve, an intake port formed extending upwardly from the intake open end so that a vertical swirl of inducted air is formed in the combustion chamber, and an exhaust port for discharging combustion gas from the combustion chamber. The intake port is formed wider in one of halves thereof located adjacent a reference plane, which contains a central axis of a cylinder, than in the other half thereof located remote from the reference plane.

Abstract: A vertical vortex, namely, a reverse tumble flow is formed inside a cylinder of an internal combustion engine to form an intake air flow for smooth intake and exhaust in the internal combustion engine and also to promote atomization of fuel and mixing of air and fuel in a combustion chamber. To form this reverse tumble flow, a downstream portion of an intake passage is formed extending toward a central axis of the cylinder. To promote the formation of the swirl and further to form the combustion chamber as an efficient compact combustion chamber, a recessed portion is formed in a top wall of a piston. The top wall of the piston is provided with a raised portion at a location adjacent to the recessed portion, whereby, in the vicinity of top dead center of the piston, a squish is produced in a direction flowing toward a side of a spark plug in the efficient combustion chamber.