Abstract: Oxidant gas flows to the fuel cell stack through an oxidant gas supply channel. Oxidant off-gas is discharged from the fuel cell stack through an oxidant off-gas exhaust channel. A refrigerant is discharged from the fuel cell stack through a refrigerant exhaust channel. An outlet sealing valve is provided in the oxidant off-gas exhaust channel. The outlet sealing valve includes a main body, a valve seat, a valve body, and a refrigerant passage. The main body has a passage through which the oxidant off-gas flows. The valve seat is provided in the passage. The valve body is provided in the passage to be seated on the valve seat to close the passage. The refrigerant passage is branched off from the refrigerant exhaust channel. The refrigerant flows in a vicinity of at least one of the valve seat and the valve body through the refrigerant passage.

Abstract: Oxidant gas flows to the fuel cell stack through an oxidant gas supply channel. Oxidant off-gas is discharged from the fuel cell stack through an oxidant off-gas exhaust channel. A refrigerant is discharged from the fuel cell stack through a refrigerant exhaust channel. An outlet sealing valve is provided in the oxidant off-gas exhaust channel. The outlet sealing valve includes a main body, a valve seat, a valve body, and a refrigerant passage. The main body has a passage through which the oxidant off-gas flows. The valve seat is provided in the passage. The valve body is provided in the passage to be seated on the valve seat to close the passage. The refrigerant passage is branched off from the refrigerant exhaust channel. The refrigerant flows in a vicinity of at least one of the valve seat and the valve body through the refrigerant passage.

Abstract: A control apparatus for an internal combustion engine that is capable of switching between compression ignition combustion and spark ignition combustion is provided. The control apparatus is configured to perform fuel cut. The spark ignition combustion is performed over a time period after the fuel cut. The compression ignition combustion is permitted when the time period elapses. Fuel cut decreases the temperature within the combustion chamber. According to the invention, if fuel cut is performed, the temperature within the combustion chamber is raised by the spark ignition combustion. Since the compression ignition combustion is permitted after the temperature within the combustion chamber rises, engine misfire and an increase of NOx emission are prevented. The time period is preferably determined based on the temperature within the combustion chamber immediately before the fuel cut is performed.

Abstract: The present invention aims at expanding an operation range for allowing a compression ignition combustion operation. The present invention provides an internal combustion engine of a compression ignition type that is capable of operating with a compression ignition combustion scheme in a given operation range. The ECU of the internal combustion engine detects an operating condition of the internal combustion engine and determines, according to the detected operating condition, which mode is to be used operate the internal combustion engine, a 4-cycle compression ignition mode or a 2-cycle compression ignition mode. The ECU controls the internal compression engine to perform the compression ignition mode determined.

Abstract: A valve operation controller for an internal combustion engine is provided for optimally setting a valve opening timing and a valve closing timing for an intake valve in accordance with an operating state of the internal combustion engine to improve the fuel efficiency and power of the internal combustion engine, eliminate fuel stagnation in the intake valve and sticking of the intake valve with its valve seat, and reduce the cost and weight. The valve operation controller controls open/close operations of exhaust valves (EV1, EV2) and first and second intake valves (IV1, IV2) arranged in one cylinder (4). An electromagnetic valve operating mechanism (5) electromagnetically opens/closes the first intake valve (IV1). A cam type valve operating mechanism (6) opens/closes the second intake valve (IV2) with an intake cam (11) arranged on a cam shaft (10) driven in synchronism with rotation of the internal combustion engine (3).

Abstract: A controller for an internal combustion engine capable of performing a compression ignition operation. The internal combustion engine includes a combustion chamber, and a fuel injector for injecting fuel directly in the combustion chamber. The controller includes: an air pressure detecting unit configured to detect at least one of an air pressure and an exhaust air pressure; and a fuel injection control unit configured to actuate the fuel injector to control a fuel injection timing according to a detected result by the air pressure detecting unit. The fuel injection control unit puts the fuel injection timing forward as the detected result by the air pressure detecting unit is lowered.

Abstract: A valve control apparatus for an internal combustion engine is provided which is capable of optimally setting the closing timing of an engine valve according to operating conditions of the engine while suppressing an increase in the inertial mass of the engine valve to the minimum, thereby attaining improvement of fuel economy, and realization of higher engine rotational speed and higher power output in a compatible fashion, and reducing costs and weight thereof. The valve control apparatus controls opening and closing operations of an engine valve. A cam-type valve actuating mechanism actuates the engine valve to open and close the engine valve, by a cam which is driven in synchronism with rotation of the engine. An actuator makes blocking engagement with the engine valve having been opened, to thereby hold the engine valve in an open state. An ECU controls operation of the actuator to thereby control closing timing of the engine valve.

Abstract: A controller for an electromagnetic actuator comprises a pair of springs acting on opposite directions, and an armature connected to the springs. The armature is held in a neutral position given by the springs when the armature is not activated. The actuator also comprises a pair of electromagnets for driving the armature between two end positions. In response to a release of the armature held in one of the end positions, the controller applies brake to the armature according to a load condition of the armature. In high-load conditions, the valve can surely be opened without additional electric power. In low-load conditions, the armature is prevented from colliding with a yoke of the electromagnet. The application of brake includes over-excitation operation, flywheel operation and suspension of power supply. In the over-excitation operation, voltage is applied to the electromagnet corresponding to one of the end positions from which the armature is released for a first period.

Abstract: A control system for a compression ignition internal combustion engine, which is capable of properly estimating the temperature of combustion gases, and thereby accurately controlling the temperature of working medium according to the estimated temperature of the combustion gases, to thereby prevent knocking and misfire from occurring. A compression ignition internal combustion engine causes combustion of an air-fuel mixture by self-ignition in a combustion chamber, and includes an EGR device that causes part of combustion gases generated by the combustion to exist as EGR gases in the combustion chamber.

Abstract: A controller for an internal combustion engine capable of performing a compression ignition operation. The internal combustion engine includes a combustion chamber, and a fuel injector for injecting fuel directly in the combustion chamber. The controller includes: an air pressure detecting unit configured to detect at least one of an air pressure and an exhaust air pressure; and a fuel injection control unit configured to actuate the fuel injector to control a fuel injection timing according to a detected result by the air pressure detecting unit. The fuel injection control unit puts the fuel injection timing forward as the detected result by the air pressure detecting unit is lowered.

Abstract: A control system for a compression ignition internal combustion engine, which is capable of properly estimating the temperature of combustion gases, and thereby accurately controlling the temperature of working medium according to the estimated temperature of the combustion gases, to thereby prevent knocking and misfire from occurring. A compression ignition internal combustion engine causes combustion of an air-fuel mixture by self-ignition in a combustion chamber, and includes an EGR device that causes part of combustion gases generated by the combustion to exist as EGR gases in the combustion chamber.

Abstract: The present invention aims at expanding an operation range for allowing a compression ignition combustion operation. The present invention provides an internal combustion engine of a compression ignition type that is capable of operating with a compression ignition combustion scheme in a given operation range. The ECU of the internal combustion engine detects an operating condition of the internal combustion engine and determines, according to the detected operating condition, which mode is to be used operate the internal combustion engine, a 4-cycle compression ignition mode or a 2-cycle compression ignition mode. The ECU controls the internal compression engine to perform the compression ignition mode determined.

Abstract: A control apparatus for an internal combustion engine that is capable of switching between compression ignition combustion and spark ignition combustion is provided. The control apparatus is configured to perform fuel cut. The spark ignition combustion is performed over a time period after the fuel cut. The compression ignition combustion is permitted when the time period elapses. Fuel cut decreases the temperature within the combustion chamber. According to the invention, if fuel cut is performed, the temperature within the combustion chamber is raised by the spark ignition combustion. Since the compression ignition combustion is permitted after the temperature within the combustion chamber rises, engine misfire and an increase of NOx emission are prevented. The time period is preferably determined based on the temperature within the combustion chamber immediately before the fuel cut is performed.

Abstract: A valve control apparatus for an internal combustion engine is provided which is capable of optimally setting the closing timing of an engine valve according to operating conditions of the engine while suppressing an increase in the inertial mass of the engine valve to the minimum, thereby attaining improvement of fuel economy, and realization of higher engine rotational speed and higher power output in a compatible fashion, and reducing costs and weight thereof. The valve control apparatus controls opening and closing operations of an engine valve. A cam-type valve actuating mechanism actuates the engine valve to open and close the engine valve, by a cam which is driven in synchronism with rotation of the engine. An actuator makes blocking engagement with the engine valve having been opened, to thereby hold the engine valve in an open state. An ECU controls operation of the actuator to thereby control closing timing of the engine valve.

Abstract: An electromagnetic valve controller estimates a dead time based on predetermined parameters. A dead time for the current cycle is determined based on the estimated dead time. The controller measures a dead time in the previous cycle. The controller determines a deviation between the dead time measured in the previous cycle and the dead time estimated in the previous cycle. The deviation is added to the dead time estimated in the current cycle to determine the dead time for the current cycle. The controller further determines a target de-energization timing indicating when to execute a valve timing command. The dead time determined for the current cycle is offset or subtracted from the target de-energization timing to determine an actual de-energization timing. An electromagnet of the valve is de-energized in accordance with the actual de-energization timing.

Abstract: In an alternate energization process for alternately energizing a valve closing electromagnet and a valve opening electromagnet periodically, one of the valve opening electromagnet and the valve closing electromagnet is de-energized and thereafter the other electromagnet is de-energized at a time delayed by a predetermined time Toff. The alternate energization process is finished when the displaced position of a valve head which is detected by a displacement sensor has reached a predetermined position Vinit while the valve opening electromagnet is being energized. Thereafter, the valve opening electromagnet is continuously energized to seat the valve head in a closed position (initial position) from the time when the displaced position of the valve head has reached a predetermined position Vstart.

Abstract: A valve operation controller for an internal combustion engine is provided for optimally setting a valve opening timing and a valve closing timing for an intake valve in accordance with an operating state of the internal combustion engine to improve the fuel efficiency and power of the internal combustion engine, eliminate fuel stagnation in the intake valve and sticking of the intake valve with its valve seat, and reduce the cost and weight. The valve operation controller controls open/close operations of exhaust valves (EV1, EV2) and first and second intake valves (IV1, IV2) arranged in one cylinder (4). An electromagnetic valve operating mechanism (5) electromagnetically opens/closes the first intake valve (IV1). A cam type valve operating mechanism (6) opens/closes the second intake valve (IV2) with an intake cam (11) arranged on a cam shaft (10) driven in synchronism with rotation of the internal combustion engine (3).

Abstract: A valve timing control system for an internal combustion engine is provided which is capable of ensuring reliable holding of a valve by an actuator, and attaining energy saving by efficient operation of the actuator. The valve timing control system controls valve-closing timing of a valve opened by a cam provided on a camshaft, by temporarily holding the valve. A response delay of the actuator is predicted as a response delay prediction value. Output timing is set in which a drive signal for driving the actuator is output, according to the predicted response delay prediction value. Holding timing is controlled in which the valve is held by the actuator, by outputting the drive signal to the actuator, based on the set output timing.

Abstract: A controller for an electromagnetic actuator comprises a pair of spring acting in opposite directions, and an armature coupled to a mechanical element. The armature is connected to the springs and held in a neutral position given by the springs when the actuator is not activated. The actuator includes a pair of electromagnets for driving the armature between two end positions. The controller includes voltage application means for applying voltage to an electromagnet providing one end position for a first predetermined period so as to attract the armature to the end position. The controller also includes a peak current detector for detecting the peak of current flowing through the electromagnet in the first predetermined period. In accordance with the peak value, a decision means decides the application period of voltage that is to be applied to the electromagnet after the first application period has elapsed.

Abstract: Displacement of a mechanical element is accurately detected by a simple and inexpensive structure. To provide displacement detecting device including: a mechanical element capable of being displaced; a magnet connected to the mechanical element and magnetized in displacement direction of the mechanical element; and a magnetic sensor for detecting a magnetic flux generated by the magnet and outputting a sensor output corresponding to a detected magnetic-flux value, so as to detect displacement of the mechanical element in accordance with the sensor output. In one embodiment, a Hall element is used as the magnetic sensor and the magnet longer than distance of movement of the mechanical element is used. Thus, an output having a linear relation with displacement of the mechanical element is obtained, and detection of the displacement is easily implemented. The displacement detecting device can be applied to an actuator of intake/exhaust valves of an engine.