Abstract: A multi-hole injector directly injects fuel into a combustion chamber. Intake air is introduced into the combustion chamber through intake ports to provide tumble flow in the combustion chamber. A cavity is formed in a part of the top surface of a piston which is eccentric to the exhaust side. In the intake stroke, fuel injection ends in a downstroke of a piston. When the crank angle is 100 degrees after the top dead center in the intake stroke at which the fuel injection ends, a most downward lower spray collides with a part of the top surface of the piston which ranges on the intake side from the edge on the exhaust side of the cavity. A most upward upper spray does not come into contact with a spark plug. Thus, the fuel injection can enhance the tumble flow to promote homogeneous dispersion of fuel-air mixture in the combustion chamber.

Abstract: Disclosed is an internal combustion engine (A), which has a valve overlap period (T) during which an intake valve (1) and an exhaust valve (2) are opened, and a geometric compression ratio of 13.0 or greater. The engine (A) is designed to satisfy, at a center timing (Tc) of the valve overlap period (T), a conditional expression: S1?S2, where S1 is a cross-sectional area of a combustion chamber (4) taken along any selected one of a plurality of mutually parallel hypothetical cutting-planes (IP) each of which extends parallel to a linear reciprocating direction (d1 or d2) of at least one of the intake and exhaust valves (1, 2) and passes through a valve head (1a or 2a) of the at least one of the valves (1, 2), and S2 is an effective opening area defined between the valve head (1a or 2a) and a corresponding valve seat (11a or 12a) in a region on an outward side of the combustion chamber (4) relative to the selected hypothetical cutting-plane (IP).

Abstract: Disclosed is a direct-injection spark-ignition engine designed to promote catalyst activation during cold engine operation. A fuel injection timing for a fuel injection period in an compression stroke (second fuel injection period F2) is set to allow a first fuel spray Ga injected from a first spray hole 40a to enter a cavity 34 in a piston crown surface 30, and allow a second fuel spray Gb to impinge against a region of the piston crown surface 30 located closer to an injector than the cavity 34, so as to cause the second fuel spray Gb having a lowered penetration force due to the impingement to be pulled toward the cavity 34 by a negative pressure generated in the cavity 34 as a result of passing of the first fuel spray Ga therethrough.

Abstract: A system and method of controlling an internal combustion engine are provided. The method may include closing said intake valve at a timing in a first range, which is before a maximum charge closing timing with which an amount of air inducted into said cylinder from said air intake passage would be maximized at a given engine speed, during a cylinder cycle when a desired amount of air to be inducted into said cylinder is less than or equal to a predetermined air amount at the given engine speed. The method may further include closing said intake valve at a timing in a second range, which is after said maximum charge closing timing and separated from said first range during a cylinder cycle, when a desired amount of air to be inducted into said cylinder is greater than said predetermined air amount at the given engine speed.

Abstract: Methods and systems for controlling an internal combustion engine are provided. One example method may include closing an intake valve later during a cylinder cycle than a timing with which an amount of air inducted into a cylinder from an air intake passage would be maximized, and earlier during the cylinder cycle as a desired amount of air to be inducted into the cylinder increases, while an engine is operating at a given engine speed. The method may further include closing the intake valve earlier during a cylinder cycle as the engine speed increases when the desired amount of air to be inducted into the cylinder is at a maximum.

Abstract: There is provided a spark ignited internal combustion engine having a geometric compression ratio of 13.0 or greater. The engine comprises combustion chambers having a cylinder stroke volume of 0.3 liter or greater, with the spark plug in the chamber ceiling having its spark point in the combustion chamber, and a cavity being formed on the top surface of the piston. At least part of the cavity defines a spherical surface that a hypothetical sphere having its center at the spark point contacts when the piston is at top dead center. The cavity is formed so that V2/V1?0.31, where V1 is top-dead-center combustion chamber volume, and V2 is the volume of the part of the hypothetical sphere not interfering with the combustion chamber floor or ceiling at top dead center. The flame thus spreads with less interference, shortening combustion duration and reducing fuel consumption.

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, 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: 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 direct-injection spark-ignition engine designed to promote catalyst activation during cold engine operation. A fuel injection timing for a fuel injection period in an compression stroke (second fuel injection period F2) is set to allow a first fuel spray Ga injected from a first spray hole 40a to enter a cavity 34 in a piston crown surface 30, and allow a second fuel spray Gb to impinge against a region of the piston crown surface 30 located closer to an injector than the cavity 34, so as to cause the second fuel spray Gb having a lowered penetration force due to the impingement to be pulled toward the cavity 34 by a negative pressure generated in the cavity 34 as a result of passing of the first fuel spray Ga therethrough.

Abstract: A semiconductor device, which ensures device reliability especially in fine regions and enables great capacitance and high-speed operations, has memory cells including, in a first region of a main surface of a semiconductor substrate, a gate insulating film, a floating gate electrode, an interlayer insulating film, a control gate electrode, and source and drain regions of the second conduction type arranged in a matrix, with a shallow isolation structure for isolating the memory cells. When using a shallow structure buried with an insulating film for element isolation, the isolation withstand voltage in fine regions can be prevented from lowering and the variation in threshold level of selective transistors can be reduced. When the memory cells in a memory mat are divided by means of selective transistors, the disturb resistance of the memory cells can be improved.

Abstract: There is provided a method of controlling a spark ignited internal combustion engine having a fuel injector which injects fuel directly into its combustion chamber. The method comprises injecting a total amount of fuel into a combustion chamber by early in a compression stroke during a cylinder cycle at a first engine speed. The method further comprises injecting a first stage of fuel into the combustion chamber during a cylinder cycle by an early in a compression stroke of the cylinder cycle, and injecting a second stage of fuel by late in the compression stroke during the cylinder cycle at a second engine speed less than the first engine speed, after injecting the first stage of fuel. The amount of the second stage fuel is greater than an amount of said first stage fuel. Accordingly, the first and second stage fuels may not be pre-ignited before the spark ignition.

Abstract: Disclosed is an internal combustion engine, which has a geometric compression ratio of 13.0 or greater, and a combustion chamber (4) configured to satisfy a condition of S/V2?0.12 (mm?1) when a radius r of a hypothetical sphere (IS) with its center at an ignition point (CP) of a spark plug (3) is set to satisfy a condition of V2=0.15×V1, where: S (mm2) is an area of an interference surface between the hypothetical sphere (IS) and an inner wall of the combustion chamber (4) in a state when a piston (30) is at its top dead center position; V1 (mm3) is a volume of the combustion chamber 4 in the state when the piston (30) is at the top dead center position; and V2 (mm3) is a volume of a non-interference part of the hypothetical sphere (IS) which is free of interference with the inner wall of the combustion chamber (4) when the piston (30) is at the top dead center position. The internal combustion engine of the present invention can more reliably improve fuel economy.

Abstract: There is provided a spark ignited internal combustion engine having a geometric compression ratio of 13.0 or greater. The engine comprises combustion chambers having a cylinder stroke volume of 0.3 liter or greater, with the spark plug in the chamber ceiling having its spark point in the combustion chamber, and a cavity being formed on the top surface of the piston. At least part of the cavity defines a spherical surface that a hypothetical sphere having its center at the spark point contacts when the piston is at top dead center. The cavity is formed so that V2/V1?0.31, where V1 is top-dead-center combustion chamber volume, and V2 is the volume of the part of the hypothetical sphere not interfering with the combustion chamber floor or ceiling at top dead center. The flame thus spreads with less interference, shortening combustion duration and reducing fuel consumption.

Abstract: An internal combustion engine is described herein. The engine may include a combustion chamber having a pair of intake ports arranged at one side, and an exhaust port arranged at the other side. The engine may also include a fuel injector configured to inject fuel into said combustion chamber from a side of said intake ports toward a side of said exhaust port, a variable flow restrictor capable of making flow resistance of said second intake port greater than flow resistance of said first intake port, a first spark plug arranged on a ceiling of the chamber and having its spark gap in the proximity of a center portion of said ceiling, and a second spark plug arranged on said ceiling and having its spark gap which is positioned closer to said first intake port in the axial direction of said crankshaft than said first spark plug.

Abstract: A multi-hole injector directly injects fuel into a combustion chamber. Intake air is introduced into the combustion chamber through intake ports to provide tumble flow in the combustion chamber. A cavity is formed in a part of the top surface of a piston which is eccentric to the exhaust side. In the intake stroke, fuel injection ends in a downstroke of a piston. When the crank angle is 100 degrees after the top dead center in the intake stroke at which the fuel injection ends, a most downward lower spray collides with a part of the top surface of the piston which ranges on the intake side from the edge on the exhaust side of the cavity. A most upward upper spray does not come into contact with a spark plug. Thus, the fuel injection can enhance the tumble flow to promote homogeneous dispersion of fuel-air mixture in the combustion chamber.

Abstract: A semiconductor device, which ensures device reliability especially in fine regions and enables great capacitance and high-speed operations, has memory cells including, in a first region of a main surface of a semiconductor substrate, a gate insulating film, a floating gate electrode, an interlayer insulating film, a control gate electrode, and source and drain regions of the second conduction type arranged in a matrix, with a shallow isolation structure for isolating the memory cells. When using a shallow structure buried with an insulating film for element isolation, the isolation withstand voltage in fine regions can be prevented from lowering and the variation in threshold level of selective transistors can be reduced. When the memory cells in a memory mat are divided by means of selective transistors, the disturb resistance of the memory cells can be improved.

Abstract: A system and method of controlling an internal combustion engine are provided. The method may include closing said intake valve at a timing in a first range, which is before a maximum charge closing timing with which an amount of air inducted into said cylinder from said air intake passage would be maximized at a given engine speed, during a cylinder cycle when a desired amount of air to be inducted into said cylinder is less than or equal to a predetermined air amount at the given engine speed. The method may further include closing said intake valve at a timing in a second range, which is after said maximum charge closing timing and separated from said first range during a cylinder cycle, when a desired amount of air to be inducted into said cylinder is greater than said predetermined air amount at the given engine speed.

Abstract: Methods and systems for controlling an internal combustion engine are provided. One example method may include closing an intake valve later during a cylinder cycle than a timing with which an amount of air inducted into a cylinder from an air intake passage would be maximized, and earlier during the cylinder cycle as a desired amount of air to be inducted into the cylinder increases, while an engine is operating at a given engine speed. The method may further include closing the intake valve earlier during a cylinder cycle as the engine speed increases when the desired amount of air to be inducted into the cylinder is at a maximum.