Abstract: An exhaust gas purification catalytic device 1 contains Pt, Pd, and Rh as catalytic metals. The catalytic metal Pt is loaded on silica-alumina which serves as a support, and Pt-loaded silica-alumina obtained by loading the Pt on the silica-alumina is contained in a catalytic layer with which an exhaust gas contacts first.

Abstract: An exhaust gas purification catalytic device 1 contains Pt, Pd, and Rh as catalytic metals. The catalytic metal Pt is loaded on silica-alumina which serves as a support, and Pt-loaded silica-alumina obtained by loading the Pt on the silica-alumina is contained in a catalytic layer with which an exhaust gas contacts first.

Abstract: A start control device of a compression self-ignition engine is provided. The device includes: a determining module for determining whether a piston of a compression-stroke-in-stop cylinder that is stopped on a compression stroke according to an automatic stop is within a specific range set on a bottom dead center side of a predetermined reference stop position; an injection control module for controlling each fuel injection valve to inject fuel into the compression-stroke-in-stop cylinder first after the piston of the compression-stroke-in-stop cylinder is determined to be stopped within the specific range and the engine restart condition is satisfied; and an in-cylinder pressure estimating module for estimating an in-cylinder pressure of the compression-stroke-in-stop cylinder at a first top dead center on the compression stroke in the restart, where the piston of the compression-stroke-in-stop cylinder reaches after the restart starts.

Abstract: When a compression self-ignition engine is automatically stopped, at the same time as fuel cut for stopping fuel injection from a fuel injection valve (15) is executed, an operating position of an intake throttle (30) is set to fully closed, and the fully-closed state is maintained at least until final TDC. Furthermore, an operation of an accessory (32) performed after the fuel cut is controlled to adjust an engine load so that an engine rotation speed (Net) when passing the final TDC falls within a specific speed range (P) determined in advance. Accordingly, a piston (5) of a Compression-Stop Cylinder (2C) is stopped with high accuracy at a target position that is set on a bottom dead center-side of an intermediate position (CAx) between top dead center and bottom dead center, and a restart time of the engine is thereby reduced.

Abstract: A start control device includes a compression self-ignition engine, fuel injection valve, piston stop position detector, starter motor, and controller for stopping the engine when an automatic stop condition is satisfied, and thereafter, when a restart condition is satisfied and a compression-stroke-in-stop cylinder piston stop position is within a stop position range on a bottom dead center side, restarting the engine by injecting fuel into the compression-stroke-in-stop cylinder while applying torque to the engine. In restarting the engine, when the restart condition is not based on driver request, when the compression-stroke-in-stop cylinder piston stop position is within the stop position range, the controller restarts the engine, injecting fuel into an intake-stroke-in-stop cylinder on an intake stroke, when the cylinder reaches the compression stroke. When the restart condition is based on driver request, the controller restarts the engine, injecting fuel into the compression-stroke-in-stop cylinder.

Abstract: A start control device includes a compression self-ignition engine, fuel injectors, a piston stop position detector, a starter motor and a controller for automatically stopping the engine when a predetermined automatic stop condition is satisfied, and thereafter, when a predetermined restart condition is satisfied and a compression-stroke-in-stop cylinder piston stop position is within a reference stop position range set relatively on a bottom dead center side, restarting the engine by injecting the fuel into the compression-stroke-in-stop cylinder while applying the rotational force to the engine using the starter motor. In restarting the engine, when the fuel is injected in the compression-stroke-in-stop cylinder, the controller controls the fuel injector to perform a pre-injection before a main injection and increase a total injection amount of the fuel for the pre-injection as the stop position of the compression-stroke-in-stop cylinder piston is further on a top dead center side.

Abstract: When a compression self-ignition engine is automatically stopped, at the same time as fuel cut for stopping fuel injection from a fuel injection valve (15) is executed, an operating position of an intake throttle (30) is set to fully closed, and the fully-closed state is maintained at least until final TDC. Furthermore, an operation of an accessory (32) performed after the fuel cut is controlled to adjust an engine load so that an engine rotation speed (Net) when passing the final TDC falls within a specific speed range (P) determined in advance. Accordingly, a piston (5) of a Compression-Stop Cylinder (2C) is stopped with high accuracy at a target position that is set on a bottom dead center-side of an intermediate position (CAx) between top dead center and bottom dead center, and a restart time of the engine is thereby reduced.

Abstract: A start control device includes a compression self-ignition engine, fuel injectors, a piston stop position detector, a starter motor and a controller for automatically stopping the engine when a predetermined automatic stop condition is satisfied, and thereafter, when a predetermined restart condition is satisfied and a compression-stroke-in-stop cylinder piston stop position is within a reference stop position range set relatively on a bottom dead center side, restarting the engine by injecting the fuel into the compression-stroke-in-stop cylinder while applying the rotational force to the engine using the starter motor. In restarting the engine, when the fuel is injected in the compression-stroke-in-stop cylinder, the controller controls the fuel injector to perform a pre-injection before a main injection and increase a total injection amount of the fuel for the pre-injection as the stop position of the compression-stroke-in-stop cylinder piston is further on a top dead center side.

Abstract: A start control device includes a compression self-ignition engine, fuel injection valve, piston stop position detector, starter motor, and controller for stopping the engine when an automatic stop condition is satisfied, and thereafter, when a restart condition is satisfied and a compression-stroke-in-stop cylinder piston stop position is within a stop position range on a bottom dead center side, restarting the engine by injecting fuel into the compression-stroke-in-stop cylinder while applying torque to the engine. In restarting the engine, when the restart condition is not based on driver request, when the compression-stroke-in-stop cylinder piston stop position is within the stop position range, the controller restarts the engine, injecting fuel into an intake-stroke-in-stop cylinder on an intake stroke, when the cylinder reaches the compression stroke. When the restart condition is based on driver request, the controller restarts the engine, injecting fuel into the compression-stroke-in-stop cylinder.

Abstract: A start control device includes: a compression self-ignition engine; fuel injection valves; a piston stop position detector; a starter motor; a controller for automatically stopping the engine when a predetermined stop condition is satisfied, and thereafter, when a predetermined restart condition is satisfied, restarting the engine by injecting fuel into the compression-stroke-in-stop cylinder; and an intake airflow amount adjuster. In automatically stopping the engine, the controller controls the intake airflow amount adjuster so that the intake airflow amount for a cylinder on an intake stroke between a final top dead center (TDC) of the cylinder immediately before the engine is stopped and an immediate previous TDC of the final TDC increases above an intake airflow amount for another cylinder on the intake stroke between a second previous TDC of the final TDC and the immediate previous TDC of the final TDC.

Abstract: A method of controlling an internal combustion engine and system including the engine is provided. The method may include closing an exhaust valve of a combustion chamber of said engine during a cylinder cycle prior to opening an intake valve of said combustion chamber. The method may include, when a desired engine torque is a predetermined torque or greater, supplying a first pilot fuel into said combustion chamber after said exhaust valve closing and supplying a first main fuel into said combustion chamber after the combustion of said first preliminary fuel during the cylinder cycle. The method may include, when a desired engine torque is less than said predetermined torque, supplying a second pilot fuel into said combustion chamber after said exhaust valve closing during the cylinder cycle and supplying a second main fuel into said combustion chamber after the supplying of said second pilot fuel into said combustion chamber.

Abstract: An exemplary method for controlling an internal combustion engine system includes, when a desired torque is equal to or greater than a first torque, opening an exhaust valve and injecting pilot fuel into a combustion chamber at a first pressure before an exhaust top dead center in a cylinder cycle, opening an intake valve in the cylinder cycle after said injecting, and injecting main fuel in the cylinder cycle after said opening of said intake valve. The method further includes, when a desired torque is less than said first torque, opening said exhaust valve and injecting pilot fuel into the combustion chamber at a second pressure that is greater than the first pressure before an exhaust top dead center in the cylinder cycle, opening said intake valve in the cylinder cycle after said injecting, and injecting main fuel in the cylinder cycle after said opening of said intake valve.

Abstract: A method of controlling an internal combustion engine and system including the engine is provided. The method may include closing an exhaust valve of a combustion chamber of said engine during a cylinder cycle prior to opening an intake valve of said combustion chamber. The method may include, when a desired engine torque is a predetermined torque or greater, supplying a first pilot fuel into said combustion chamber after said exhaust valve closing and supplying a first main fuel into said combustion chamber after the combustion of said first preliminary fuel during the cylinder cycle. The method may include, when a desired engine torque is less than said predetermined torque, supplying a second pilot fuel into said combustion chamber after said exhaust valve closing during the cylinder cycle and supplying a second main fuel into said combustion chamber after the supplying of said second pilot fuel into said combustion chamber.

Abstract: A direct-injection spark-ignition engine in which a combustible mixture is produced around a spark plug at an ignition point by causing a tumble and a fuel spray to collide with each other in a combustion chamber during stratified charge combustion comprises a fuel pressure controller which controls fuel pressure such that penetration of the fuel spray from a fuel injector is progressively intensified with an increase in engine speed in a stratified charge combustion region and means for controlling fuel injection timing including an injection timing setter. The means for controlling fuel injection timing controls the injection timing in such a way that the interval between a fuel injection ending point and the ignition point becomes progressively shorter as engine speed increases under the same engine load conditions in the stratified charge combustion region.

Abstract: In a control system for an in-cylinder direct injection engine, during idling operation, the fuel injection timing is compensated to the advance side for each cylinder so that the rate of change in crank angular velocity becomes smaller than a preset criterion while the fuel injection pressure of an injector is gradually reduced from a reference target fuel pressure to a preset lower limit. If the rate of change in crank angular speed becomes smaller than the criterion as a result of the above compensation, the fuel injection timing is compensated to the retard side so that the rate of change in crank angular velocity becomes smaller while the fuel pressure is gradually increased to the preset upper limit. Consequently, the unbalance of fuel spray and tumble due to deviations of fuel spray penetration and the like can be eliminated thereby providing suitable mixture stratification.

Abstract: In a control system for an in-cylinder direct injection engine, an actual port intake air density ganmap is calculated based on the intake air temperature thae and the atmospheric pressure atp, a reference port intake air density ganmap* corresponding to the current operating conditions of the engine is read out of a map and compared with the actual port intake air density ganmap, and a target fuel pressure or fuel injection timing is compensatorily modified based on the comparison result. This prevents fuel spray and the tumble from being thrown out of balance due to a change in intake air temperature or atmospheric pressure thereby providing suitable mixture stratification.

Abstract: A direct-injection spark-ignition engine in which a combustible mixture is produced around a spark plug at an ignition point by causing a tumble and a fuel spray to collide with each other in a combustion chamber during stratified charge combustion comprises a fuel pressure controller which controls fuel pressure such that penetration of the fuel spray from a fuel injector is progressively intensified with an increase in engine speed in a stratified charge combustion region and means for controlling fuel injection timing including an injection timing setter. The means for controlling fuel injection timing controls the injection timing in such a way that the interval between a fuel injection ending point and the ignition point becomes progressively shorter as engine speed increases under the same engine load conditions in the stratified charge combustion region.

Abstract: In a control system for an in-cylinder direct injection engine, an actual port intake air density ganmap is calculated based on the intake air temperature thae and the atmospheric pressure atp, a reference port intake air density ganmap* corresponding to the current operating conditions of the engine is read out of a map and compared with the actual port intake air density ganmap, and a target fuel pressure or fuel injection timing is compensatorily modified based on the comparison result. This prevents fuel spray and the tumble from being thrown out of balance due to a change in intake air temperature or atmospheric pressure thereby providing suitable mixture stratification.

Abstract: In a control system for an in-cylinder direct injection engine, during idling operation, the fuel injection timing is compensated to the advance side for each cylinder so that the rate of change in crank angular velocity becomes smaller than a preset criterion while the fuel injection pressure of an injector is gradually reduced from a reference target fuel pressure to a preset lower limit. If the rate of change in crank angular speed becomes smaller than the criterion as a result of the above compensation, the fuel injection timing is compensated to the retard side so that the rate of change in crank angular velocity becomes smaller while the fuel pressure is gradually increased to the preset upper limit. Consequently, the unbalance of fuel spray and tumble due to deviations of fuel spray penetration and the like can be eliminated thereby providing suitable mixture stratification.

Abstract: Upon refreshing a catalyst (25) in steps SA2 to SA6, the air-fuel ratio of each combustion chamber (4) of an engine (1) is dither-controlled to periodically vary to the rich and lean sides of a target value (A/F=15 to 16) in steps SA16 and SA17. In step SA15, an injector (7) divisionally injects fuel in two injections within the period from the intake stroke to the compression stroke of each cylinder, thus accomplishing weakly stratified combustion. In step SA18, the opening of an EGR valve (27) is controlled to recirculate a large amount of exhaust gas to an intake path (10) so as to achieve around 40% EGR ratio.