Abstract: A fuel property determination system for an internal combustion engine is comprised of a specific gravity detecting section which detects a specific gravity of fuel used in the engine and a fuel property detecting section which detects at least one of a cetane number, an octane number, an evaporation point, a heat of consumption and an aromatics content as a fuel property, on the basis of the specific gravity.

Abstract: A combustion control system of an internal combustion engine is comprised of a specific gravity detecting section which detects a specific gravity of fuel used in the engine, and a combustion control section which controls combustion in the engine on the basis of the specific gravity.

Abstract: A combustion control system of an internal combustion engine is comprised of a specific gravity detecting section which detects a specific gravity of fuel used in the engine, and a combustion control section which controls combustion in the engine on the basis of the specific gravity.

Abstract: A fuel property determination system for an internal combustion engine is comprised of a specific gravity detecting section which detects a specific gravity of fuel used in the engine and a fuel property detecting section which detects at least one of a cetane number, an octane number, an evaporation point, a heat of consumption and an aromatics content as a fuel property, on the basis of the specific gravity.

Abstract: A nitrogen oxide absorbing material (38) which absorbs nitrogen oxide when the reduction component concentration of exhaust gas in the exhaust passage (31) of an engine (1) is lower than a predetermined concentration, and discharges nitrogen oxide when the reduction component concentration of exhaust gas in the exhaust passage (31) of the engine (1) is higher than the predetermined concentration, and a catalyst (38) which promotes reduction of the discharged nitrogen oxides by a reduction component are provided. A controller (40) first reduces the reduction component concentration of the exhaust gas over a first predetermined time period by, for example, advancing the fuel injection timing. The controller (40) then increases the reduction component concentration of the exhaust gas over a second predetermined time period by, for example, retarding the fuel injection timing.

Abstract: An oxidizing catalytic converter is provided in an exhaust passage of a diesel engine. A catalyst is formed by coating a wash coat comprising platinum onto a substrate The converter is divided into a high temperature part through which high temperature exhaust is circulated and a low temperature part through which low temperature exhaust is circulated, and the platinum particle diameter of the catalyst in the low temperature part is arranged to be less than that in the high temperature part. It is preferable that the wash coat amount of the low temperature part is less than that of the high temperature part. It is moreover preferable that the platinum amount in the low temperature part is greater than that in the high temperature part. In this way, the soluble organic fraction, hydrocarbons and carbon monoxide are effectively and continuously purged from the exhaust.

Abstract: Parameters which are related to the rate at which particulate matter accumulates and is reburnt, are monitored and the time at which a regeneration is required and/or the length of time a regeneration should be induced, are derived based on the same. The temperature at the inlet and outlet of a trap in which particulate matter is accumulated are monitored and measures such as throttling the induction and exhaust are implement in addition to energizing a heater disposed immediately upstream of the trap as required in order to elevate the trap temperature and to induce and maintain the reburning during a trap regeneration. The pressure differential across the trap can be used to determine the amount of incombustible matter (ash) which has accumulated in the trap and to modify the regeneration timing. When the temperature of the exhaust gases cannot be raised sufficiently, a by-pass is opened to attenuate cooling of the trap by the low temperature gases.

Abstract: Parameters which are related to the rate at which particulate matter accumulates and is reburnt, are monitored and the time at which a regeneration is required and/or the length of time a regeneration should be induced, are derived based on the same. The temperature at the inlet and outlet of a trap in which particulate matter is accumulated are monitored and measures such as throttling the induction and exhaust are implemented in addition to energizing a heater disposed immediately upstream of the trap as required in order to elevate the trap temperature and to induce and maintain the reburning during a trap regeneration.The pressure differential across the trap can be used to determine the amount of incombustible matter (ash) which has a accumulated in the trap and to modify the regeneration timing.When the temperature of the exhaust gases cannot be raised sufficiently, a by-pass is opened to attenuate cooling of the trap by the low temperature gases.

Abstract: Parameters which are related to the rate at which particulate matter accumulates and is reburnt, are monitored and the time at which a regeneration is required and/or the length of time a regeneration should be induced, are derived based on the same. The temperature at the inlet and outlet of a trap in which particulate matter is accumulated are monitored and measures such as throttling the induction and exhaust are implement in addition to energizing a heater disposed immediately upstream of the trap as required in order to elevate the trap temperature and to induce and maintain the reburning during a trap regeneration. The pressure differential across the trap can be used to determine the amount of incombustible matter (ash) which has accumulated in the trap and to modify the regeneration timing. When the temperature of the exhaust gases cannot be raised sufficiently, a by-pass is opened to attenuate cooling of the trap by the low temperature gases.

Abstract: Parameters which are related to the rate at which particulate matter accumulates and is reburnt, are monitored and the time at which a regeneration is required and/or the length of time a regeneration should be induced, are derived based on the same. The temperature at the inlet and outlet of a trap in which particulate matter is accumulated are monitored and measures such as throttling the induction and exhaust are implement in addition to energizing a heater disposed immediately upstream of the trap as required in order to elevate the trap temperature and to induce and maintain the reburning during a trap regeneration.

Abstract: The supercharge pressure and the pressure differential which develops between the supercharge pressure and the exhaust gas pressure upstream of a turbocharger turbine are monitored. In the event that the supercharge pressure is below a target level which is determined to optimal for the instant set of operating conditions, a first injection reduction amount is calculated. To allow for the effect of very sudden accelerations wherein the pressure differential tends to become large and the charging efficiency of the engine tends to reduce, a second reduction amount is calculated based on the difference between the actual differential and a target value for the instant set of operating conditions. The second reduction amount is also subtracted from the injection volume which is calculated based on the engine speed and a signal which is indicative of the power demand on the engine (the accelerator pedal depression degree).

Abstract: A piston crown is formed with a cavity including a first flame deflecting member which is located amid three flame dispersion zones and which splits burning gases ejected from a transfer port into a first dispersion zone, while the piston is proximate its TDC position, into two flows. The arrangement additionally induces the two flows to assume two essentially symmetrical swirling patterns in second and third dispersion zones. After the piston has descended by a predetermined amount, the burning gases are supplied directly into the second and third zones.

Abstract: Wall surfaces which define essentially circular recesses are constructed to deflect the flow of burning gases from a swirl chamber in a manner to either tighten the swirl formed therein or to improve the initial splitting of the frame in a manner which increases the amount of gases which are induced to undergo swirling in the recesses.

Abstract: A first filter is disposed in an engine exhaust passage. A second filter is disposed in the engine exhaust passage at a location downstream of the first filter. Thus, the first and second filters are connected in series with one another. The first and second filters are designed so that an amount of exhaust particles trapped by the first filter is greater than an amount of exhaust particles trapped by the second filter. A pressure across the series combination of the filters may be detected. The filters may be rejuvenated when the detected pressure across the series combination of the filters reaches a reference pressure.

Abstract: The major portion of a flame which ejects from a swirl chamber by way of a transfer passage, is subject to first and second deflections. The first occurs close to TDC, the second after the piston has decended a predetermined amount. A minor portion of the flame which tends to flow in a direction essentially the reverse of the main one, encounters a curved deflection wall portion and is thereafter subject to guidance by guide members which induce the flame to blend with the air located proximate the location of the transfer passage opens into the combustion chamber. A variation of the basic arrangement includes the provision of a squish generating projection which promotes suitable mixing turbulence near the curved deflection wall portion.

Abstract: A piston crown is formed with cavity a which includes a first flame deflecting member which divides the flame ejected from a transfer port interconnecting a swirl chamber with a main combustion chamber while the piston is relatively close to its TDC position and a second flame deflecting arrangement which divides the flame flow after the piston has descended by a given amount. The stage deflections of the flame promotes extensive dispersion thereof and the formation of a flame plume which engulfs a relatively large amount of the air in the combustion chamber and improves mixing of the burning gases and unburnt fuel with the air in the combustion chamber.

Abstract: A filter traps particles in exhaust from an engine. When the degree of clogging of the filter is unacceptable, the flow of intake air into the engine is throttled to increase the temperature of exhaust from the engine and thereby to burn off the particles trapped by the filter. During throttling of the intake air flow, the pressure of the intake air may be adjusted in accordance with an engine operating condition. An arrangement for finely adjusting the degree of throttling of the intake air may be added. In cases where the exhaust is recirculated through the engine, the rate of the exhaust recirculation is reduced when the intake air flow is throttled to burn off the trapped particles.

Abstract: An exhaust purification apparatus includes a regenerative burner for repetitively regenerating a trap element located in the exhaust system of an internal combustion engine. The regenerative burner has a combustion chamber adapted to permit flow of exhaust gas from the engine exhaust conduit to the trap element. A hollow member is disposed within the combustion chamber to define an evaporation chamber therein. The hollow member has a side wall formed with a number of flame holes to permit fluid flow from the evaporation chamber into the combustion chamber. The evaporation chamber has a supply of air-fuel mixture through a mixture conduit having an end terminating in a discharge outlet opening into the evaporation chamber. The mixture conduit has a portion extending through the combustion chamber to promote fuel evaporation during a trap regeneration operation.

Abstract: A filter traps particles suspended in exhaust gas emitted from an engine. Degree of clogging of the filter is measured. It is indicated that the measured degree of clogging of the filter is equal to or greater than a first reference level. When the measured degree of clogging of the filter is equal to or greater than the first reference level and a manual switch is in an ON position, the particles deposited on the filter are burned off. When the measured degree of clogging of the filter is equal to or greater than a second reference level, the particles deposited on the filter are burned off independent of whether or not the manual switch is in the ON position. The second reference level is greater than the first reference level. It may be indicated that the particles deposited on the filter are being burned off.

Abstract: A filter is disposed in the exhaust passage of an internal combustion engine in order to trap particles suspended in exhaust gas. A burner serves to burn off the particles deposited on the filter. Either the pressure in the exhaust passage at a point upstream of the filter or the pressure difference in the exhaust passage across the filter is selectively sensed. In place of sensing the pressure difference, the pressure in the exhaust passage at a point downstream of the filter may be sensed. The ratio between the upstream pressure and the pressure difference, or the ratio between the upstream pressure and downstream pressure is determined an as indication of the degree of clogging of the filter. The burner is operated on the basis of this ratio.