Abstract: In an engine having fuel supply means for supplying fuel containing gasoline to a combustion chamber and ignition means for igniting an air-fuel mixture, if knocking occurs when ignition is performed at a reference ignition timing set on a retarded side of MBT that is an ignition timing at which the engine torque is maximized in a high-load region in which the engine load is larger than a predetermined load, ignition advance control that causes the ignition means to perform ignition at a timing on an advanced side of the reference ignition timing is performed.

Abstract: An engine control method includes: a first fuel supply step of supplying fuel into the combustion chamber using an injector when a spark plug makes flame in the combustion chamber so that an air-fuel mixture is generated at least around the spark plug, the air-fuel mixture having an air-fuel mass ratio A/F or a gas-fuel mass ratio G/F, in which gas includes air, higher than a stoichiometric air-fuel ratio; after the first fuel supply step, an ignition step of making the flame in the combustion chamber in the compression stroke using the spark plug; and after the ignition step, a second fuel supply step of supplying the fuel into the combustion chamber in the compression stroke using the injector to increase a fuel concentration of the air-fuel mixture in the combustion chamber.

Abstract: In an engine having fuel supply means for supplying fuel containing gasoline to a combustion chamber and ignition means for igniting an air-fuel mixture, if knocking occurs when ignition is performed at a reference ignition timing set on a retarded side of MBT that is an ignition timing at which the engine torque is maximized in a high-load region in which the engine load is larger than a predetermined load, ignition advance control that causes the ignition means to perform ignition at a timing on an advanced side of the reference ignition timing is performed.

Abstract: The engine control method includes a fuel supply step and an ignition step. In the fuel supply step, the injector supplies fuel into a combustion chamber. In the ignition step, an spark plug arranged in the combustion chamber makes a flame after the supply of the fuel into the combustion chamber and at a timing when a flow strength in the combustion chamber is greater than a predetermined value in a compression stroke during or before a post-mid stage where the compression stroke is divided into four stages of a pre-stage, a pre-mid stage, a post-mid stage, and a post-stage.

Abstract: The engine control method includes a fuel supply step and an ignition step. In the fuel supply step, the injector supplies fuel into a combustion chamber. In the ignition step, an spark plug arranged in the combustion chamber makes a flame after the supply of the fuel into the combustion chamber and at a timing when a flow strength in the combustion chamber is greater than a predetermined value in a compression stroke during or before a post-mid stage where the compression stroke is divided into four stages of a pre-stage, a pre-mid stage, a post-mid stage, and a post-stage.

Abstract: An engine control method includes: a first fuel supply step of supplying fuel into the combustion chamber using an injector when a spark plug makes flame in the combustion chamber so that an air-fuel mixture is generated at least around the spark plug, the air-fuel mixture having an air-fuel mass ratio A/F or a gas-fuel mass ratio G/F, in which gas includes air, higher than a stoichiometric air-fuel ratio; after the first fuel supply step, an ignition step of making the flame in the combustion chamber in the compression stroke using the spark plug; and after the ignition step, a second fuel supply step of supplying the fuel into the combustion chamber in the compression stroke using the injector to increase a fuel concentration of the air-fuel mixture in the combustion chamber.

Abstract: A compression ignition engine includes: a naphtha injector for supplying naphtha to a combustion chamber; a diesel fuel injector for supplying diesel fuel having a higher boiling point than naphtha; an ignition device for assisting ignition of an air-fuel mixture; and a PCM connected to the naphtha injector, the diesel fuel injector, and the ignition device. When the diesel engine is cold, the PCM supplies only naphtha out of naphtha and diesel fuel, and assists ignition of an air-fuel mixture formed by naphtha.

Abstract: Disclosed is a compression ignition engine including a first fuel supply supplying naphtha, a second fuel supply supplying diesel fuel, an EGR gas recirculation portion recirculating exhaust gas back to a combustion chamber, and a controller controlling these components. The controller determines whether an engine body is operated in a low load region or a high load region. In the low load region, the controller outputs a control signal to the first fuel supply so that at least naphtha is supplied, and outputs a control signal to the EGR gas recirculation portion such that an EGR rate becomes higher than that when the engine is operated in the high load region to make an air-fuel ratio fall within a range of 14.5 to 15.0.

Abstract: A compression ignition engine includes an engine body, a first fuel supply for supplying a first fuel, a second fuel supply for supplying a second fuel, and a controller for outputting a signal to each of the first and second fuel supplies. The second fuel less easily vaporizes than the first fuel, and has a pressure and temperature at which compression ignition is initiated and at least one of which is lower than that of the first fuel. The controller outputs a signal to the first fuel supply such that a weight of the supplied first fuel is larger than that of the supplied second fuel, and thereafter, outputs a signal to the second fuel supply such that the second fuel is supplied to a combustion chamber. A formed air-fuel mixture is compressed and ignited.

Abstract: Various systems and methods are disclosed for controlling an internal combustion engine system having an internal combustion engine, a fuel injector which directly injects fuel into a combustion chamber of the internal combustion engine, and a supercharger which supercharges air into the combustion chamber. One example method comprises, injecting fuel into the combustion chamber multiple times so that a first part of the fuel is self ignited and a last part of the fuel being injected during the compression stroke or later in a cylinder cycle when a desired torque of said internal combustion engine system is in a first range; and increasing a pressure of air which the supercharger charges into the combustion chamber as amount of fuel injected into the combustion chamber during a cylinder cycle increases when the desired torque is in the first range.

Abstract: Various systems and methods are disclosed for controlling an internal combustion engine system having an internal combustion engine, and a fuel injector which directly injects fuel into a combustion chamber of the internal combustion engine. One example method comprises, when a desired torque for the internal combustion engine system is in a first range, injecting a first stage fuel into the combustion chamber so that it ends during a middle stage of a compression stroke at the latest in a cylinder cycle; determining combustion of the first stage fuel initiated by its compression self-ignition; and injecting a second stage fuel into the combustion chamber in a period when the determined combustion of the first stage fuel continues at a timing determined so as to cause combustion of the second stage fuel with its compression self-ignition.

Abstract: Disclosed is a supercharged direct-injection engine, which comprises a supercharging device (25, 30) for compressing intake air, and an injector 10 for directly injecting fuel into a combustion chamber 5. In the engine, an excess air factor ? as a ratio of an actual air-fuel ratio to a stoichiometric air-fuel ratio, at least in an engine warmed-up mode, is set to 2 or more in the entire engine-load region. Further, compressed self-ignited combustion is performed in a low engine-load region, and a supercharging amount by the supercharging device (25, 30) is increased along with an increase in engine load in a high engine-load region to allow the excess air factor ? to be kept at 2 or more. The engine of the present invention can effectively reduce NOx emission, while improving fuel economy.

Abstract: Disclosed is a supercharged direct-injection engine, which comprises a supercharging device (25, 30) for compressing intake air, and an injector 10 for directly injecting fuel into a combustion chamber 5. In the engine, an excess air factor ? as a ratio of an actual air-fuel ratio to a stoichiometric air-fuel ratio, at least in an engine warmed-up mode, is set to 2 or more in the entire engine-load region. Further, compressed self-ignited combustion is performed in a low engine-load region, and a supercharging amount by the supercharging device (25, 30) is increased along with an increase in engine load in a high engine-load region to allow the excess air factor ? to be kept at 2 or more. The engine of the present invention can effectively reduce NOx emission, while improving fuel economy.

Abstract: Various systems and methods are disclosed for controlling an internal combustion engine system having an internal combustion engine, and a fuel injector which directly injects fuel into a combustion chamber of the internal combustion engine. One example method comprises, when a desired torque for the internal combustion engine system is in a first range, injecting a first stage fuel into the combustion chamber so that it ends during a middle stage of a compression stroke at the latest in a cylinder cycle; determining combustion of the first stage fuel initiated by its compression self-ignition; and injecting a second stage fuel into the combustion chamber in a period when the determined combustion of the first stage fuel continues at a timing determined so as to cause combustion of the second stage fuel with its compression self-ignition.

Abstract: Various systems and methods are disclosed for controlling an internal combustion engine system having an internal combustion engine, a fuel injector which directly injects fuel into a combustion chamber of the internal combustion engine, and a supercharger which supercharges air into the combustion chamber. One example method comprises, injecting fuel into the combustion chamber multiple times so that a first part of the fuel is self ignited and a last part of the fuel being injected during the compression stroke or later in a cylinder cycle when a desired torque of said internal combustion engine system is in a first range; and increasing a pressure of air which the supercharger charges into the combustion chamber as amount of fuel injected into the combustion chamber during a cylinder cycle increases when the desired torque is in the first range.

Abstract: A spark-ignition gasoline engine having at least a spark plug, the engine including an engine body having a geometrical compression ratio set at 14 or more, and an intake valve and an exhaust valve provided, respectively, in intake and exhaust ports connected to each of a plurality of cylinders of the engine body. The intake and exhaust valves are adapted to open and close corresponding respective ones of the intake and exhaust ports. The engine further includes an operation-state detector adapted to detect an operation state of the engine body and a control system adapted, based on detection of the operation-state detector, to perform at least an adjustment control of an ignition timing of the spark plug, the control system being operable, when an engine operation zone is a high-load operation zone including a wide open throttle region within at least a low speed range, to retard the ignition timing to a point within a predetermined stroke range just after a top dead center of a compression stroke.

Abstract: A spark-ignition gasoline engine having at least a spark plug, the engine including an engine body having a geometrical compression ratio set at 14 or more, and an intake valve and an exhaust valve provided, respectively, in intake and exhaust ports connected to each of a plurality of cylinders of the engine body. The intake and exhaust valves are adapted to open and close corresponding respective ones of the intake and exhaust ports. The engine further includes an operation-state detector adapted to detect an operation state of the engine body and a control system adapted, based on detection of the operation-state detector, to perform at least an adjustment control of an ignition timing of the spark plug, the control system being operable, when an engine operation zone is a high-load operation zone including a wide open throttle region within at least a low speed range, to retard the ignition timing to a point within a predetermined stroke range just after a top dead center of a compression stroke.

Abstract: Disclosed is a spark-ignition gasoline engine, which comprises control means operable, when an engine operation zone is a high-load operation zone including a WOT region within at least a low speed range, to adjust a closing timing of an intake valve in such a manner as to maintain an effective compression ratio at 13 or more, and retard an ignition timing to a point within a predetermined stroke range just after a top dead center of a compression stroke, wherein the effective compression ratio is calculated based on an intake-valve closing timing defined by a valve lift amount of 1 mm. The present invention can provide a spark-ignition gasoline engine having both a low-cost performance and a high engine-power performance even in a high-load operation zone (particularly WOT region) in a low speed range.

Abstract: Disclosed is a spark-ignition gasoline engine, which comprises control means operable, when an engine operation zone is a high-load operation zone including a WOT region within at least a low speed range, to adjust a closing timing of an intake valve in such a manner as to maintain an effective compression ratio at 13 or more, and retard an ignition timing to a point within a predetermined stroke range just after a top dead center of a compression stroke, wherein the effective compression ratio is calculated based on an intake-valve closing timing defined by a valve lift amount of 1 mm. The present invention can provide a spark-ignition gasoline engine having both a low-cost performance and a high engine-power performance even in a high-load operation zone (particularly WOT region) in a low speed range.

Abstract: There are provided a radiator passage, a thermostat to open and close the radiator passage according to an engine temperature, a heater passage, a flow adjusting device to adjust a flow amount of the coolant that flows in the water jacket according to the engine temperature at an engine start. The flow adjusting device is configured so as to adjust the flow amount of the coolant flowing in the water jacket to be a normal amount when the engine temperature is in an extremely-cold condition, to be zero or smaller than the normal amount when the engine is in a mild-cold condition, and to be the normal amount when the engine is in a warm condition. The heater passage is in opened sate at least when the engine is in the extremely-cold condition.