Abstract: An eight cylinder engine includes cylinders that are fired at intervals corresponding to a crank angle of 90 degrees. The firing is conducted in four cylinders of each of first and second banks at uneven intervals. In a pair of cylinders of each of the banks in which the firing is consecutively conducted at an interval corresponding to a crank angle of 90 degrees, a central angle of an exhaust cam provided for one cylinder in which the firing is conducted later is larger than that of an exhaust cam provided for the other cylinder. In a pair of cylinders of each of the banks in which the firing is consecutively conducted at an interval corresponding to a crank angle of 270 degrees, a central angle of an exhaust cam provided for one cylinder in which the firing is conducted later is larger than that of an exhaust cam provided for the other cylinder.

Abstract: An engine system having a coolant control valve unit includes: first and second valve members each having a rod protruding through a center part of the first and second valve members, respectively; a third valve member having a piston rod disposed through a center part of the third valve member; a temperature-sensitive driver attached to one side surface of the third valve member; a cam member contacted with an end part of the first and second rods and of the piston rod; and a cam member driver to rotate the cam member and control an opening of first, second, and third coolant passages by the first, second and third valve members, respectively. In particular, the other end part of the piston rod is inserted into the temperature-sensitive driver to push or pull the piston rod depending on a sensed temperature of the coolant.

Abstract: In certain embodiments with large size prechambers and/or with prechambers that have large spark-gap electrode assemblies, a poor scavenge of the crevice volume may cause deterioration of the preignition margin, which then may limit the power rating of the engine, may cause the flow velocity field of the fuel-air mixture to be excessively uneven and may result in the deterioration of the misfire limit. One or more auxiliary scavenging ports may allow admission of fuel rich mixture to the crevice volume, thereby cooling the residual gases and preventing occurrence of preignition. More organized and powerful flow velocity fields may be obtained in the spark-gap electrode assembly region. This condition may result in a significant extension of the flammability limit and may significantly improve the combustion efficiency of the prechamber. Passive prechambers using the active scavenge concept may increase the engine power output and reduce the emission of pollutants from engine combustion.

Abstract: Particular embodiments may provide a piston for a prechamber-type gas engine and a prechamber-type gas engine taking into consideration the shape of the piston top surface portion so that the region where flame propagation due to torch jet is delayed, a piston for a prechamber-type gas engine where torch jet formed by combustion a prechamber fuel in a precombustion chamber is injected to a main combustion chamber through a plurality of injection holes, may include a piston top surface portion comprising a land portion formed in a first region extending between axis line directions of adjacent injection holes, and the first region is positioned at a higher position than a second region extending across the axis line direction. The land portion may be formed on a cavity formed in the piston top surface portion.

Abstract: The present invention relates to a compression-ignition direct-injection internal-combustion engine with a compression ratio ranging between 13.5 and 16.5 including a combustion chamber limited on one side by upper face (44) of a piston (16) comprising a projection (48) arranged in the center of a concave bowl (46) with at least two mixing zones (Z1, Z2), a fuel injection comprising at least one injector (30) projecting fuel in at least two fuel jet sheets (36, 38) with different sheet angles (A1, A2). The fuel injector comprises two rows of injection orifices (33a, 33b) arranged one above the other with the number of orifices of each row (Ninf, Nsup) is greater than or equal to ?4·Ns+14 and less than or equal to ?4·Ns+16 for the lower sheet or ?4·Ns+18 for the upper sheet. Ns is the swirl number of this engine with a swirl number less than 1.5.

Abstract: A two-stroke internal combustion engine includes a diversion fin and an allowance slot. The diversion fin is a structure that has flanges at two ends and a rectangular longitudinal cross section profile. The diversion fin is clamped by a cylinder head and a cylinder block. The diversion fin extends along the diameter direction of the cylinder head and is positioned between an air inlet channel and an air exhaust channel. The diversion fin separates the air inlet channel from the air exhaust channel. The upper end of the diversion fin is provided with a transverse through groove at a position corresponding to an oil nozzle of an oil injector. The allowance slot is disposed on a piston and is positioned in the center of a combustor. The position of the allowance slot corresponds to the position of the diversion fin.

Abstract: To allow an intake negative pressure to directly act on a fuel outlet formed on a nozzle tube, and to guide a fuel discharged from the fuel outlet in the nozzle tube to the fuel-air mixture passage. A rotary carburetor (200) has a guide plate member (42) downstream of a fuel outlet (30) located in a through-hole (14). The guide plate member (42) has both side edges (42b) away from an inner wall surface (14a) of the through-hole (14). The through-hole (14) is divided by the guide plate member (42) into a first passage portion (44) and a second passage portion (46). The first passage portion (44) communicates through a piston groove with a scavenging passage of a cylinder. The fuel discharged from the fuel outlet (30) is guided by the guide plate member (42) to the second passage portion (46) and is supplied through the second passage portion (46) to a fuel-air mixture passage (24) of an engine intake system.

Abstract: In a controller of an internal combustion engine equipped with an electric supercharger driven by a motor, an object is to attempt to improve fuel consumption of a vehicle. The controller includes an electric supercharger driven by a motor; a generator that performs power generation using the output of the internal combustion engine as power; a charging device which is charged by the generator and can store electricity; and an accelerator opening degree detector that detects an accelerator opening degree. In the controller, a configuration is made such that, the controller controls supply electricity to the electric supercharger and generated electricity by the generator by the output of the accelerator opening degree detector, output needed for the electric supercharger calculated depending on the accelerator opening degree, and an state of charge in the charging device.

Abstract: Methods and systems are provided for controlling boost pressure in a staged engine system comprising a turbocharger and an upstream electric supercharger. In one example, a method may include coordinating the operation of the electric supercharger and an electric supercharger bypass valve and to open the electric supercharger bypass valve to reduce the extent and duration of electric supercharger overboost.

Abstract: Methods and systems are provided for controlling boost pressure in a staged engine system comprising a turbocharger and an upstream electric supercharger based on altitude. During vehicle operation at higher altitudes, where vacuum availability for wastegate actuation is limited, boost pressure may be provided by operating the electric supercharger more aggressively. The wastegate may be used for boost control once the vacuum reserve is replenished.

Abstract: A compressor recirculation valve having a noise-suppressing muffler. The muffler has a double-walled construction, including a perforated outer wall and a non-perforated inner wall. The muffler is arranged surrounding the RCV such that when the RCV valve member is in an open position, compressed recirculation air is constrained to flow along the non-perforated inner wall and past an upper end thereof before reaching and flowing radially outwardly through the perforated outer wall to a transverse flow passage for delivery back into an inlet of the compressor.

Abstract: A clearance ? between an inner peripheral surface of an attachment hole of an attachment tongue and an outer peripheral surface of a valve shaft is set to be smaller than an allowable displacement amount ? in an axial direction of a valve with respect to the attachment tongue. When a condition is satisfied in which the outer peripheral surface of the valve shaft comes into contact with a front-side periphery and a back-side periphery of the attachment hole of the attachment tongue, and in which a top surface of a valve body comes into contact with a back surface of the attachment tongue, a waste gate valve is constituted so that a metal washer becomes non-contact with a front surface of the attachment tongue.

Abstract: A controller for an engine system includes an exhaust-driven turbocharger including a compressor and a turbine, an exhaust gas recirculation unit configured to recirculate exhaust gas from a downstream portion of the turbine in an exhaust gas passage to an upstream portion of the compressor in an intake gas passage, and a cooling unit configured to cool the turbine, the controller includes an electronic control unit. The electronic control unit is configured to set a degree of cooling of the turbine based on a predetermined condition in which a gas temperature at an outlet portion of the compressor is higher than a predetermined temperature and the recirculating of exhaust gas is performed, and set a higher degree of cooling of the turbine when the predetermined condition is satisfied compared to a degree of cooling of the turbine when the predetermined condition is not satisfied.

Abstract: Various embodiments of the present invention are directed toward a linear combustion engine, comprising: a cylinder having a cylinder wall and a pair of ends, the cylinder including a combustion section disposed in a center portion of the cylinder; a pair of opposed piston assemblies adapted to move linearly within the cylinder, each piston assembly disposed on one side of the combustion section opposite the other piston assembly, each piston assembly including a spring rod and a piston comprising a solid front section adjacent the combustion section and a gas section; and a pair of linear electromagnetic machines adapted to directly convert kinetic energy of the piston assembly into electrical energy, and adapted to directly convert electrical energy into kinetic energy of the piston assembly for providing compression work during the compression stroke.

Abstract: A variable compression ratio apparatus, which is provided to an engine rotating a crank shaft upon receiving combustion power of a mixture from a piston for changing a compression ratio of the mixture, may include a connecting rod transferring combustion power of the mixture received from the piston to the crankshaft, and including a small end rotatably connected with the piston and a large end forming a circular hole, a crank pin, an eccentric cam disposed to be concentrically rotatable in the hole of the large end, an eccentric link at which the eccentric cam is disposed at a first end, a variable link having a first end rotatably connected with a second end of the eccentric link, a control link having a first end rotatably connected with a second end of the variable link, and a control shaft controlled by a controller and rotated together with the control link.

Abstract: A reciprocating piston internal combustion engine includes at least one first, one second and one third cylinder and has a crank mechanism having a crankshaft, which is rotatably mounted in a crankcase, having a first, a second and a third crankpin. A first connecting rod having a first piston for the first cylinder is allocated to the first crankpin. A second connecting rod having a second piston for the second cylinder is allocated to the second crankpin. A third connecting rod having a third piston for the third cylinder is allocated to the third crankpin. The crankpins are arranged successively in an axial direction of the crankshaft, wherein the cylinders are arranged in a fan shape.

Abstract: An aircraft gas turbine with a fan disk on which are fastened fan blades spread over the circumference and forming an intermediate space with one another, with a sealing disk arranged at the rear of the fan disk and with an inlet cone mounted at the front of the fan disk, as well as with filler elements arranged in the intermediate spaces, where the sealing disk has an annular groove and where the filler elements are at the rear inserted into the annular groove and at the front held underneath a rim area of the inlet cone, characterized in that the filler elements are designed as bending beams and that on the radially inner side of the filler element at least one rib-like reinforcing area is provided, extending in the axial direction and longitudinally to the filler element.

Abstract: A gas turbine engine has a propulsion unit and a gas generating core. The propulsion unit includes a fan and a free turbine, wherein the free turbine is connected to drive the fan about a first axis. The gas generating core includes a compressor, a combustion section, and a gas generating core turbine. The compressor and the gas generating core turbine are configured to rotate about a second axis. An inlet duct is configured to deliver air from the fan to the gas generating core. The inlet duct has a crescent shaped cross-section near the fan.

Abstract: A nacelle structure (10) surrounding a fan, the structure comprising an air inlet (100) having an inside surface (100A) defining an air feed channel; and at least one ring (22) arranged in the air inlet and selectively movable between a deployed position in which the ring is moved radially inwards from the inside surface to provide an obstacle to shock waves coming from the fan, and a retracted position in which the ring is moved radially outwards from the deployed position so as to become flush with the inside surface and thus reconstitute the air feed channel.

Abstract: An air inlet deflector for a structure having an air inlet. The deflector may be retractable within the structure, may be integrally formed with the structure, and may prevent the structure from ingesting foreign matter, such as birds. The deflector may include a series of ribs, spokes, or vanes that may vary in width and/or thickness from fore to aft, and/or may be curvilinear in one or more planes of view, and/or may serve double duty as inlet vanes for redirecting inlet air.

Abstract: A cooling system for providing a buffer cooled cooling air to a turbine section of a gas turbine engine is disclosed. The cooling system may comprise a first conduit configured to transmit a cooling air toward the turbine section, a heat exchanger configured to cool a bleed airflow diverted from the first conduit to provide a buffer air, and a bypass conduit configured to direct at least a portion of the buffer air through at least one passageway that bypasses a bearing compartment of the gas turbine engine. The cooling system may further comprise a manifold configured to allow the cooling air exiting the first conduit and the buffer air exiting the bypass conduit to mix and provide the buffer cooled cooling air, and a nozzle assembly configured to deliver the buffer cooled cooling air to the turbine section.

Abstract: A gas turbine engine has a fuel system including an apparatus. The apparatus includes a housing containing at least a fuel filter assembly and a bypass valve assembly within the housing. The bypass valve assembly selectively opens or closes a bypass passage which bypasses a filtering unit of the fuel filter assembly. In accordance with one aspect, respective first and second fuel flows are introduced into the housing to be merged and mixed therein prior to entering the fuel filter assembly or the bypass valve assembly. In accordance with another aspect, an ice accretion device is provided within the housing to allow ice formation and accumulation thereon as a result of a transient icing occurrence when the mixed fuel flows in the housing pass through the ice accretion device to enter the fuel filter assembly.

Abstract: A method of determining a duration of a movement of a starter air valve of a turbine engine, the valve for regulating the passage of a flow of pressurized air from upstream to the downstream of pipework, where the downstream side is connected to a pneumatic starter of the turbine engine, the method including determining an instant of initiation and an instant of completion of a movement of the valve during a movement phase of the valve, determining the duration of the movement of the valve, by subtracting the instant of initiation from the instant of completion, calculating a difference between the determined duration of the movement and a theoretical value of the duration.

Abstract: A turbine engine includes a main shaft bearing compartment seal. The seal includes at least an approximately circular seal portion and a seal carrier disposed about the approximately circular seal portion. A plurality of anti-rotation pins maintain the seal carrier in position relative to a housing and are received in an anti-rotation slot of the seal carrier.

Abstract: A gas turbine engine having a fire wall configured to provide a fire resistant barrier between a first zone and a second zone in the gas turbine engine, the second zone being hotter than the first zone. The gas turbine engine also has: (i) an actuator located in the first zone, (ii) an actuatable device that is located in the second zone, (iii) a bypass duct, (iv) an off-take device to extract cooling air from the bypass duct in the gas turbine engine and to supply the extracted cooling air into the elongate housing/shell, the off-take device having a first passage and a second passage, and (v) a mechanical force transmitting device that extends from the actuator to the actuatable device via a hole in the fire wall. The mechanical force transmitting device is configured to actuate the actuatable device by transmitting a mechanical force to the actuatable device.

Abstract: An automatic transmission performs a shift-up operation when the accelerator pedal is released from a depression during a vehicle is running. An engine rotation speed immediately after the shift-up operation is predicted on the basis of the engine rotation speed and a gear ratio of the transmission after the shift-up operation. When a fuel recovery is predicted to be performed immediately after the shift-up operation, the fuel recovery is advanced such that it is performed in the inertial phase of the transmission.

Abstract: A method for controlling valve timing of continuous variable valve duration engine may include continuous variable valve duration (CVVD) device and continuous variable valve timing (CVVT) device including determining target intake valve open (IVO) timing, target intake valve close (IVC) timing, target exhaust valve open (EVO) timing and target exhaust valve close (EVC) timing; determining target intake CVVD, target exhaust CVVD, target intake CVVT and target exhaust CVVT to satisfy the target IVO, IVC, EVO, and EVC timings; performing feedback control of the CVVD by learning minimum value of the CVVD and maximum value of the CVVD; performing feedback control of the CVVT based on profile information of the valve; and determining real IVO timing, real IVC timing, real EVO timing, and real EVC timing based on the feedback control of the CVVD and the feedback control of the CVVT.

Abstract: A control device for an internal combustion engine includes an ECU. The internal combustion engine includes an oil pump, a crankshaft, a camshaft, and a variable valve timing mechanism. The ECU is configured to: calculate a required engine torque, which is an engine torque requested by a driver, based on accelerator operation amount information; calculate a future target phase of the variable valve timing mechanism based on a rotational speed of the internal combustion engine and the required engine torque; calculate an anticipated deviation that is a difference between the future target phase and a current actual phase; and control a discharge amount of oil from the oil pump based on the anticipated deviation.

Abstract: The invention relates to a method for controlling an engine braking device for a combustion engine in motor vehicles, in particular in commercial vehicles, which has an intake system, an exhaust system, gas exchange valves associated with the combustion engine, a fuel injection device, which injects fuel into at least one combustion chamber, an exhaust turbocharger integrated into the exhaust system and the intake system, and an engine braking unit, wherein the engine braking unit has a decompression brake, which influences at least one outlet valve of the gas exchange valves, and a brake flap, which is arranged in the exhaust system and causes the exhaust gas to build up. According to the invention, as engine braking starts or during engine braking, fuel is injected into at least one combustion chamber of the combustion engine for a predefined period of time.

Abstract: A valve train assembly is provided, comprising an exhaust camshaft having an exhaust lobe and a brake lobe, an exhaust lever mounted adjacent the exhaust lobe, a brake lever mounted adjacent the brake lobe, wherein the exhaust lever is coupled to the brake lever to provide simultaneous movement of the exhaust lever and the brake lever in response to the exhaust lobe and independent movement of the brake lever in response to the brake lobe.

Abstract: Provided are a valve stop mechanism capable of switching intake valves and exhaust valves of deactivated cylinders between an openable/closable state and a closed state, and an engine speed control unit which controls the engine speed. The engine speed control unit controls the engine speed in such a manner that the amount of change in the engine speed with respect to time is reduced, as compared with a case in which a specific condition is not satisfied, when the specific condition that switching by the valve stop mechanism is not completed, and that connection between an engine and a power transmission unit is released is satisfied after issuance of a switching request from one of a reduced-cylinder operation and an all-cylinder operation to the other thereof.

Abstract: Embodiments of the invention relate to a motor vehicle controller operable automatically to stop and subsequently to restart an engine of a vehicle according to a prescribed control methodology. The controller is operable automatically to adjust an engine stop delay parameter in dependence on the value of at least one vehicle endurance parameter. The engine stop delay parameter corresponds to a period for which the engine of the vehicle remains switched on when it is determined that a condition exists allowing the engine to be switched off during the course of a drive cycle. The value of the endurance parameter is responsive to stop/start operations being performed during the course of a drive cycle. The controller is operable to adjust the engine stop delay parameter to prevent the value of the endurance parameter exceeding a prescribed maximum endurance value before a prescribed time period elapses.

Abstract: A fuel injection control apparatus for an engine in which fuel is injected into a cylinder a plurality of times to cause a plurality of combustions is provided, which includes a controller for controlling a time interval of performing the plurality of fuel injections so that a waveform indicating a frequency characteristic of a combustion pressure wave that is produced by each of the plurality of combustions has valley points at frequencies within a plurality of resonant frequency bands of a structural system of the engine, respectively.

Abstract: Methods and systems are provided for ventilating a crankcase in a boosted engine. An example method may include selectively enabling one of crankcase ventilation and aspirator motive flow via an electrically controlled valve, the aspirator motive flow being enabled in response to a demand for vacuum from a vacuum consumer. In this way, the crankcase of the boosted engine may be ventilated until the vacuum consumer demands vacuum.

Abstract: Methods and systems are provided for an exhaust gas recirculation valve. In one example, a system may include a valve being cleaned following a delay subsequent an engine shut-down.

Abstract: A method includes operating a spark ignition engine and flowing low pressure exhaust gas recirculation (EGR) from an exhaust to an inlet of the spark ignition engine. The method includes interpreting a parameter affecting an operation of the spark ignition engine, and determining a knock index value in response to the parameter. The method further includes reducing a likelihood of engine knock in response to the knock index value exceeding a knock threshold value.

Abstract: Methods and systems are provided for estimating exhaust gas recirculation (EGR) flow in an engine including an EGR system. In one example, a method may include operating the EGR system in an open loop feed forward mode based on an intake carbon di oxide sensor output above a threshold engine load and/or when a manifold absolute pressure (MAP) is above a threshold pressure, and operating the EGR system in a closed loop feedback mode based on a differential pressure sensor output when the engine load decreases below the threshold load and/or when the MAP decreases below the threshold pressure.

Abstract: Methods and systems are provided for operating a split exhaust engine system that provides blowthrough air and exhaust gas recirculation to an intake passage via a first exhaust manifold and exhaust gas to an exhaust passage via a second exhaust manifold. In one example, a method may include decreasing gas flow from the first exhaust manifold to the intake passage, upstream of a compressor, where a first set of exhaust valves are exclusively coupled to the first exhaust manifold, in response to a condition of the compressor. Further, the method may include increasing gas flow from the first exhaust manifold to an exhaust passage coupled to a second exhaust manifold coupled to a second set of exhaust valves, in response to the decreasing gas flow.

Abstract: Systems and methods for operating an engine with deactivating and non-deactivating valves are presented. In one example, engine volumetric efficiency actuators are adjusted in response to a request to activate engine cylinders so that engine intake manifold pressure is drawn down quickly toward its normal state at the engine's present speed and torque.

Abstract: A PCM comprises a basic target torque-deciding part for deciding a basic target torque, based on a driving state of a vehicle including an accelerator pedal operation state, a torque reduction amount-deciding part for deciding a torque reduction amount, based on a driving state of the vehicle other than the accelerator pedal operation state, a final target torque-deciding part for deciding a final target torque, based on the decided basic target torque and the decided torque reduction amount, and an engine output control part for controlling an engine to cause the engine to output the decided final target torque, wherein the engine output control part is operable to prohibit switching of an operation mode of the engine from being performed simultaneously with control of the engine according to a change in the final target torque corresponding to a change in the torque reduction amount.

Abstract: A method is provided for providing a heat mode for an exhaust gas after treatment device in a vehicle, such as for regenerating an exhaust gas particulate filter in the exhaust gas after treatment device, the vehicle including an internal combustion engine, an electric machine, a transmission, and a clutch connecting the internal combustion engine to the transmission and driving wheels.

Abstract: An exhaust gas control apparatus and method for an engine includes a urea water supply mechanism that adds urea water to exhaust gas, a SCR catalyst that adsorbs ammonia and removes NOx in the exhaust gas by using the adsorbed ammonia, and a control device that controls a urea water addition amount based on a target adsorption amount for the ammonia adsorbed onto the SCR catalyst. The control device executes an integration processing that acquires a temperature of the SCR catalyst at a predetermined cycle and integrates the acquired temperature of the SCR catalyst when equal to or higher than a threshold, and an initialization processing that decreases the amount of the ammonia adsorbed on the SCR catalyst on a condition that an integrated value of the temperature of the SCR catalyst calculated in the integration processing has become equal to or higher than a predetermined value.

Abstract: Methods and systems are provided for a particulate matter sensor. In one example, the sensor may include a concave inlet for admitting exhaust gas from an exhaust passage downstream of a particulate filter into the sensor.

Abstract: A method for operating a drive system having at least one drive engine for a motor vehicle, having the following: carrying out an acceleration monitoring of the motor vehicle, a changeover to an alternative monitoring being made when the acceleration monitoring can no longer carry out a reliable monitoring, and, in the alternative monitoring, an engine rotational speed being limited to a maximum permissible engine rotational speed; and ascertaining the maximum permissible rotational speed as a function of a rotational speed specification specified by a driver's request.

Abstract: An air-fuel ratio control device includes an air-fuel ratio sensor configured such that an output current value thereof varies linearly in accordance with an oxygen concentration, and air-fuel ratio feedback control means capable of executing air-fuel ratio feedback control for feedback-controlling a fuel injection amount on the basis of a detection value from the air-fuel ratio sensor so that exhaust gas of an internal combustion engine reaches a predetermined air-fuel ratio. The air-fuel ratio control device further includes prohibiting means for prohibiting the feedback control when the air-fuel ratio reaches or exceeds a predetermined rich air-fuel ratio. The air-fuel ratio control device permits the feedback control for a predetermined period after the air-fuel ratio reaches or exceeds the predetermined rich air-fuel ratio.

Abstract: A device for measuring temperature of a turbine wheel in a turbocharger includes: a guide that passes infrared ray generated from the turbine wheel and includes a coolant path; a protection unit that protects an optical head which senses the infrared ray; and a signal processing unit that measures a temperature of the turbine wheel by processing a signal corresponding to the sensed infrared ray.

Abstract: A method is provided for determining the point in time of a predetermined open state (e.g., start or stop time of an opening or closing process) of a fuel injector having a coil drive for an internal combustion engine of a motor vehicle. The method includes applying a first voltage pulse to the magnetic coil drive of the fuel injector, detecting a first temporal progression of the current intensity of a current flowing through the coil drive, applying a second voltage pulse to the magnetic coil drive of the fuel injector, detecting a second temporal progression of the current intensity of the current flowing through the coil drive, determining a differential progression based on the first and second temporal progressions of the current intensity, and determining a point in time at which the differential progression exhibits an extremum, which corresponds with the point in time of the predetermined open state.

Abstract: Methods and systems are provided for estimating exhaust pressure based on an exhaust air/fuel ratio sensor. In one example, a method may comprise estimating an exhaust pressure based on periodic waveform outputs of an exhaust air/fuel ratio (AFR) sensor, and adjusting at least one engine operating parameter based on the estimated exhaust pressure. The exhaust pressure may be estimated based on one or more of the standard deviation and frequency of the periodic waveform outputs.

Abstract: An engine (10) is a cylinder injection engine, and includes an injector (21) that directly injects a fuel into a combustion chamber (23), and an ignition plug (34) that generates an ignition spark in the combustion chamber (23). An ECU (40) performs multiple first injections to each produce an air-fuel mixture of a lean air-fuel ratio in the combustion chamber (23) before an ignition in one combustion cycle of the engine, and performs a second injection to produce an air-fuel mixture of a rich air-fuel ratio in the combustion chamber (23) before the ignition and after the first injection. In particular, the ECU implements the multiple first injections in such a manner that the first injection implemented early among the multiple first injections produces an air-fuel mixture leaner than that of the first injection implemented subsequently. The ECU implements the second injection only once immediately before an ignition timing.

Abstract: A combustion chamber structure for an internal combustion engine includes, in a piston top part, a concave portion formed eccentrically with respect to a cylinder center axis, and a tapered portion that connects an upper end face of the piston top part and a side face of the concave portion. The tapered portion is formed so that a tapered portion volume (volume of a space formed between the tapered portion and an upper wall surface of the combustion chamber) in a first portion of the piston top part is greater than a tapered portion volume in a second portion that is nearer than the first portion to an eccentric direction of the concave portion from the cylinder center axis.