Abstract: Methods and systems are provided related to an emissions control system. The emissions control system has an exhaust after-treatment system defining a plurality of distinct exhaust flow passages through which at least a portion of an exhaust stream can flow, e.g., the exhaust stream is produced by an engine. The emissions control system also includes a controller for controlling injection of reductant into the exhaust stream flowing through each of the flow passages. In one example, the emissions control system is configured for use in a vehicle, such as a locomotive or other rail vehicle.

Abstract: An exhaust system for discharging an exhaust gas of an engine includes a tail pipe 39 provided with a pressure control valve 1 which reduces an exhaust amount of the gas at the time of low load of the engine, and other tail pipe 40 not provided with the pressure control valve 1. An exhaust port 39a of the tail pipe 39 provided with the pressure control valve 1 faces downward as compared with an exhaust port 40a of the other tail pipe 40 not provided with the control valve 1.

Abstract: A refrigerant control valve apparatus includes a valve body provided with a main control valve controlling the refrigerant sent to a discharge port and a temperature sensing control valve controlling supply and discharge of the refrigerant to a temperature sensing chamber. A fail-safe mechanism is provided which supplies the refrigerant to the discharge port in a case where the temperature of the refrigerant exceeds a set value. The temperature sensing control valve is set in an open posture in a case where the main control valve is in a closed posture that closes the discharge port and the temperature sensing control valve is set in a closed posture in a case where the main control valve is in an open posture that opens the discharge port.

Abstract: A heat exchanger system for a vehicle includes at least one heat exchanger, a centrifugal fan assembly for improving the flow of air through the at least one heat exchanger, the fan assembly including a rotatably mounted impeller with a plurality of impeller blades, and a rotatable inlet shroud for guiding the air flow entering the impeller; and a stationary inlet shroud located between the at least one heat exchanger and the fan assembly and configured for directing air exiting the at least one heat exchanger towards the rotatable inlet shroud of the fan assembly. The fan assembly further includes a stator with a plurality of stationary stator blades located radially or semi-radially outside the impeller for conversion of fluid dynamic pressure to fluid static pressure of the air flow.

Abstract: A compression-ignition low octane gasoline engine. The engine uses low octane gasoline and a compression-ignition method, does not require a spark plug, and compared with ordinary gasoline engines, increases thermal efficiency by approximately 40% and reduces green-house effects caused by emissions by approximately 45%. The “compression-ignition” of the low octane gasoline engine is a diffusion charge compression-ignition, differing from a homogeneous charge compression-ignition. The compression ratio in a cylinder can be 14 to 22, while an ordinary gasoline engine has a compression ratio of 7 to 11. The low octane gasoline engine has a simple structure, easy combustion control, a low noise level, and a low failure rate. As the low octane gasoline can be free of aromatic hydrocarbons, and not require the addition of antiknock agents such as MTBE and MMT, the present novel gasoline engine is a highly efficient, clean, and environmentally friendly internal combustion engine.

Abstract: A method of operating an internal combustion engine having pilot subchambers communicating with main combustion chambers, the internal combustion engine configured in use to deliver a main fuel injection of a maximum quantity of fuel to the main combustion chambers when the internal combustion engine is operated at maximum load. The method includes delivering a pilot fuel injection of at most 10% of the maximum quantity to the pilot subchambers, igniting the pilot fuel injection within the pilot subchambers, directing the ignited fuel from the pilot subchambers to the main combustion chambers, and delivering a main fuel injection of a main quantity of fuel to at least one of the main combustion chambers receiving the ignited fuel, with the main quantity being at most 10% of the maximum quantity.

Abstract: An object is to provide a precombustion-chamber fuel supply device for a precombustion-chamber gas engine having high reliability and low operation cost by reducing outflow of fuel gas to the precombustion chamber in the exhaust stroke and dispersion of the amount of fuel gas supplied to the cylinders, which makes it possible to cut fuel consumption and to achieve stable combustion.

Abstract: A piston for an engine is provided. The piston includes a body having a crown disposed about a central axis. The crown includes an inner circumference and an outer circumference. The piston includes a central chamber transversely disposed within the body and recessed with respect to the crown. The piston includes a central mound disposed within the central chamber about the central axis. The piston also includes a bowl extending from the central mound towards the crown. The piston further includes a passageway provided on the inner circumference of the crown. The passageway includes a slot defined by a first surface inclined at a first angle with respect to the central axis. The slot is adapted to allow flow of a fuel from the central chamber towards the outer circumference of the crown.

Abstract: A turbo-compounding system may include a first turbine, a turbocharger, a bypass passageway and a valve. The first turbine may include an inlet in fluid communication with an exhaust manifold and an outlet in fluid communication with a fluid passageway. The first turbine may be drivingly coupled to an engine. The turbocharger includes a first compressor and a second turbine. The first compressor receives an intake fluid at a first pressure and discharges the intake fluid at a second pressure. The second turbine may drive the first compressor and receive exhaust gas from the fluid passageway downstream of the outlet of the first turbine. The bypass passageway may include a first end fluidly coupled with the engine exhaust manifold and a second end fluidly coupled with the fluid passageway downstream from the first turbine and upstream of the second turbine. The valve controls fluid-flow through the bypass passageway.

Abstract: An exhaust-gas turbocharger (1) having a turbine (2) which is provided with an adjustable turbine geometry and/or with a wastegate; and having an actuator (11) which is connected by means of a coupling rod (14; 14?; 14?) to the adjustable turbine geometry and/or to the wastegate. The coupling rod (14; 14?; 14?) is connected at its end regions at one side to the actuator (11) and at the other side to an adjusting shaft arrangement of the variable turbine geometry and/or of the wastegate. The coupling rod (14; 14?; 14?) is formed as an MIM component.

Abstract: To provide a waste-gate valve device with a good flow-rate controllability. A waste-gate valve device 1 includes: a turbine housing 3 provide with a waste-gate channel 2 through which exhaust gas bypasses a turbine; and a waste-gate valve 4 to open and close an outlet of the waste-gate channel 2. The waste-gate valve 4 includes a valve body 7 to open and close the outlet of the waste-gate channel 2, and a protrusion 8 to be housed in the waste-gate channel 2 when the valve body 7 closes the outlet of the waste-gate channel 2. The waste-gate channel 2 ensures a maximum flow rate of exhaust gas at a time when the waste-gate valve is fully open. An area ratio of a flow-path cross-sectional area A1 of the waste-gate channel 2 to a flow-path cross-sectional area A2 of a merging portion is not more than 0.2, the merging portion being a part at which exhaust gas having passed through the turbine merges.

Abstract: A vehicle powertrain includes an engine having an air intake system and an exhaust system. A turbocharger includes a turbine section connected to the exhaust system and a compressor section connected to the air intake system. A wastegate is disposed in the exhaust system and movable between an open and a closed position by an actuator system. The actuator system includes an engagement device and detent mechanism for assisting with holding the wastegate in the closed position.

Abstract: A rotary engine casing having at least one end wall of an internal cavity for a rotor including a seal-engaging plate sealingly engaging the peripheral wall to partially seal the internal cavity and a member mounted adjacent the seal-engaging plate outside of the internal cavity. The member and seal-engaging plate having abutting mating surfaces which cooperate to define between them at least one fluid cavity communicating with a source of liquid coolant. When the casing includes a plurality of rotor housings, the end wall may be between rotor housings. A method of manufacturing a rotary engine casing is also discussed.

Abstract: A linear electrical machine comprising a movable piston, an axially segmented cylinder having least one magnetically permeable segment and a bore configured to allow the piston to move within the cylinder, a cylinder housing having a bore for receiving the segmented cylinder, and means for securing the segmented cylinder in place within the cylinder housing. This arrangement permits the construction of it free piston engine linear with improved piston position control, more consistent combustion and improved electrical conversion efficiency.

Abstract: A variable displacement hypocycloidal crankshaft includes a crankshaft, a hypocycloidal gear assembly, an external pin, and an angle-setting device. The crankshaft mounted in a chassis houses the piston assembly. The hypocycloidal gear assembly includes an internal gear and an external gear. The crankshaft is mounted on the chassis coaxially with the internal gear and rotates freely in the center of the internal gear. Then, the external gear is mounted on the crankshaft movable pin and engaged with the internal gear thereby rotating the external gear. The external pin operably engages the piston assembly. The angle-setting device mounted on the chassis operably engages the internal gear. The angle-setting device is coaxial to the hypocycloidal gear assembly for selectively varying the linear displacements of the piston assembly. The external gear meshes with the internal gear for converting the continuous rotation of the crankshaft to varying linear displacements of the piston assembly.

Abstract: A gas turbine engine includes an engine static structure housing that includes a compressor section and a turbine section. A combustor section is arranged axially between the compressor section and the turbine section. A core nacelle encloses the engine static structure to provide a core compartment. An oil tank is arranged in the core compartment and is axially aligned with the compressor section. A heat exchanger is secured to the oil tank and arranged in the core compartment.

Abstract: A gas turbine engine has a fan rotor for delivering air into a bypass duct and into a core airflow duct. Air in the core flow duct passes axially downstream from the fan and past a reverse core engine including a turbine section, a combustor section, and a compressor section. The core airflow duct reaches a turning duct which turns the airflow radially inwardly to communicate with an inlet for the compressor section. Air in the compressor section passes to the combustor section. Products of the combustion pass downstream across a turbine rotor. An exhaust turning duct communicates products of the combustion from a full cylindrical portion downstream of the turbine rotor through a plurality of circumferentially separated mixing lobe outlets to mix with the bypass air in the bypass duct. The bypass duct extends past the mixing lobe outlets, and is defined circumferentially intermediate the mixing lobe outlets.

Abstract: A gas turbine engine includes a turbine section configured to rotate about an engine axis relative to an engine static structure. A fan section is configured to rotate about the engine axis relative to the engine static structure. A geared architecture operatively connects the fan section to the turbine section. The geared architecture includes an input gear and an output gear both configured to rotate about the engine axis. A set of idler gears are arranged radially outward relative to and operatively coupling with the input and output gears.

Abstract: A gas turbine engine. The engine includes a first compressor coupled to a first turbine by a first shaft, the first turbine having first and second turbine stages. A first combustor is provided downstream of the first compressor and upstream of the first stage of the first turbine. A second combustor is provided downstream of the first stage of the first turbine, and upstream of the second stage of the first turbine. A further turbine is provided downstream of the first turbine, and is coupled to a further compressor by a further shaft.

Abstract: A power plant includes a turbine disposed downstream from a combustor. The turbine includes an extraction port that is in fluid communication with a hot gas path of the turbine and which provides a flow path for a stream of combustion gas to flow out of the turbine. An exhaust duct is disposed downstream from the turbine and receives exhaust gas from the turbine. An ejector coupled to the extraction port and to an air supply cools the stream of combustion gas upstream from the exhaust duct. The cooled combustion gas flows into the exhaust duct at a higher temperature than the exhaust gas. The cooled combustion gas mixes with the exhaust gas within the exhaust duct to provide a heated exhaust gas mixture to a heat exchanger disposed downstream from the exhaust duct. The heat exchanger may extract thermal energy from the exhaust gas mixture to produce steam.

Abstract: A dual cycle system for generating shaft power using a supercritical fluid and a fossil fuel. The first cycle is an open, air breathing Brayton cycle. The second cycle is a closed, supercritical fluid Brayton cycle. After compression of air in the first cycle, the compressed air flows through a first cross cycle heat exchanger through which the supercritical fluid from the second cycle flows after it has been compressed and then expanded in a turbine. In the first cross cycle heat exchanger, the compressed air is heated and the expanded supercritical fluid is cooled. Prior to expansion in a turbine, the compressed supercritical fluid flows through a second cross cycle heat exchanger through which also flows combustion gas, produced by burning a fossil fuel in the compressed air in the first cycle. In the second cross cycle heat exchanger, the combustion gas is cooled and the compressed supercritical fluid is heated.

Abstract: An environmental defense shield includes symmetric airfoil-shaped vanes contributing to and positioned around a plenum space and positioned in front of a turbine engine. An annular band stiffener is set into the vanes, which projects forward in a diminishing size, the vanes merging together to create or attaching to a solid nose. The environmental defense shield serves to protect the engine from debris while also smoothing airflow into the engine.

Abstract: A gas turbine cooling system efficiently cools a first-stage turbine wheel and attachment portions of first-stage turbine blades. The gas turbine cooling system includes a group of impingement cooling holes provided in a partition wall as a stationary component that separates an exit space of a compressor and a wheel space located upstream of a turbine wheel for ejecting compressed air in the exit space toward the turbine wheel and attachment portions of the turbine blades.

Abstract: A buffer air cooler system for gas turbine engines disposed in a bypass duct of the engine, includes a housing for containing the buffer air cooler therein and an inlet portion attached to the housing. In one embodiment, the inlet portion has a double-skin configuration in at least one region of a top, bottom and sides of the inlet portion.

Abstract: A system of injecting fuel into the combustion chamber of an engine, including at least two fuel circuits, one permanent flow circuit and one intermittent flow circuit, fuel proportioning and distribution devices for proportioning fuel and distributing fuel between the two circuits and a controller. When an order to fill circuits with fuel after the circuit with intermittent flow has been drained is received, the controller is adapted to control the proportioning and distribution devices to obtain a predetermined fuel flow higher than the flow corresponding to the filling order and to supply the resulting surplus of fuel to the intermittent flow circuit for a predetermined duration.

Abstract: An apparatus for discriminating ignition in a gas-turbine aeroengine is configured to discriminate that ignition occurred in a combustion chamber upon discriminating that a calculated high-pressure turbine rotational speed change rate at a detected high-pressure turbine rotational speed equal to or greater than a predetermined rotational speed threshold is equal to or greater than a predetermined rotational speed change rate threshold and that the change rate has been equal to or greater than the predetermined rotational speed change rate threshold continuously for a predetermined time period or longer, whereby whether or not ignition of an air-fuel mixture occurred in a combustion chamber can be accurately discriminated or determined without using a dedicated sensor or detector even when an EGT sensor or detector fails.

Abstract: An emergency starter that allows responsiveness within a few seconds, without having disadvantages associated with mass and size of a back-up hydraulic or pneumatic starter. An instantaneous gas thrust of pyrotechnic type is coupled with a positive displacement transmission generator in conjunction with automatic coupling to/uncoupling from a set that is to be started. An emergency start-up system includes at least one pyrotechnic gas generator connected to an electrical initiator itself connected to a computer, a positive displacement motor housing straight-cut gears, the pyrotechnic gas generator being coupled to the motor by an inlet in the casing. The motor includes a mechanism of connection capable of moving at one end of the drive shaft configured to couple the transmission shaft to a driven shaft of the set that is to be started via a centrifugal clutch.

Abstract: A multi-body gas turbine engine, especially an aircraft engine, comprising at least one low-pressure rotating body, a high-pressure rotating body, and a starter designed to rotate the high-pressure body in order to start the engine, wherein the starter is coupled to the low-pressure body and the engine comprises a first disengageable coupling device disposed between the low-pressure body and the high-pressure body, for rotatably connecting the high-pressure body to the low-pressure body so as to allow the starting of the engine by means of the starter.

Abstract: An in-line propeller gearbox of a turboprop gas turbine engine includes a lubricant reservoir disposed spaced radially offset from the engine's central axis of rotation and asymmetrically with respect to the central axis of rotation such that the central axis of rotation does not extend through the lubricant reservoir.

Abstract: A mounting bracket for mounting an accessory to a gas turbine engine, the mounting bracket including a space frame structure. The space frame structure including a plurality of struts joined to one another at nodes.

Abstract: A gas turbine engine comprises a first bypass flow path housing configured within the engine, radially exterior to an engine core housing, and a second bypass flow path housing configured within the engine, radially exterior to the first bypass flow path housing. An axially downstream portion of the first bypass flow path housing includes a stepwise increase in area compared with an axially adjacent upstream portion of the first bypass flow path housing, thereby defining a component placement cavity in the axially downstream portion.

Abstract: A cooling system for a gas turbine engine turbine section includes a rotor supporting a blade having a cooling passage. A disc is secured relative to the rotor and it forms a cavity between the rotor and the disc. A bleed air source is in fluid communication with the cavity. An impeller is arranged in the cavity. The impeller is configured to increase a fluid pressure within the cavity to drive bleed air from the bleed air source and thereby provide a pressurized cooling fluid to the cooling passage.

Abstract: An environmental control power generation system is provided. The system may include a turbine and a generator. The system may be configured to provide air form a high pressure bleed port and/or a low pressure bleed port to the turbine. The turbine may be configured to reduce the pressure of the supplied air and generate power through the generator. The power may be supplied to an aircraft power distribution system.

Abstract: A throttle operating device that adjusts the opening degree of an engine throttle valve is provided. In a throttle operating device according to an aspect of the invention, one end of an inner cable inserted through an outer tube is fixed to a cable fixing part provided in a throttle lever, and the opening degree of the engine throttle valve is adjusted via the inner cable by rotationally operating the throttle lever. The one end of the inner cable is fixed to the cable fixing part with the extending direction of the inner cable changed within the throttle lever. Additionally, a moving mechanism that moves the cable fixing part along a longitudinal direction of the inner cable, is provided in the throttle lever.

Abstract: The present disclosure provides a system and a method for controlling valve timing of a continuous variable valve duration engine. The method may include: classifying a plurality of control regions depending on an engine speed and an engine load; applying a maximum duration to an intake valve in a first control region; maintaining the maximum duration of the intake valve and controlling a valve overlap by using exhaust valve closing (EVC) timing in a second control region; advancing intake valve closing (IVC) timing in a third control region; controlling the IVC timing to be close to bottom dead center (BDC) in a fourth control region; controlling a throttle valve to be fully opened and generating a scavenging phenomenon in a fifth control region; and controlling the throttle valve to be fully opened and controlling the IVC timing to prevent knocking in a sixth control region.

Abstract: Function of a compression release brake system of a compression ignited engine with a plurality of cylinders in a motor vehicle is checked by driving a crank shaft of the engine to rotate at a constant speed without injection of fuel into the cylinders while for each cylinder, for the compression release brake system in an inactive state and then in an active state, measuring the torque to be applied for maintaining said speed in a position of said crank shaft where the torque would be influenced by the behavior of that cylinder by a correctly functioning action of said compression release brake system in an active state. The torque values obtained for each cylinder for the compression release brake system in inactive and active state are compared, and the function of the compression release brake system for each individual cylinder of the engine is determined based on the comparison.

Abstract: A control device for diesel engine controls a diesel engine with a turbo charger that coaxially joins an intake compressor and an exhaust turbine, and drives the intake compressor with energy of exhaust gas which flows into the exhaust turbine to pressurize intake air, and a fresh air/secondary air supply device that supplies fresh air or secondary air to an exhaust passage upstream of the exhaust turbine. The control device for diesel engine includes a gas flow stagnation region determination means that determines whether engine operation conditions or a state of the turbo charger are/is in a gas flow stagnation region, and a fresh air/secondary air supply means that supplies fresh air or secondary air to the exhaust passage upstream of the exhaust turbine by the fresh air/secondary air supply device when the engine operation conditions or the state of the turbo charger are/is in a gas flow stagnation region.

Abstract: A method for operating a supercharger having an electrically operable compressor in an engine system having an internal combustion engine, having the following steps: determining a particular system state when the internal combustion engine is shut off; forming a purge path between an air supply system and an exhaust gas system of the engine system; activating the electrically operable compressor as a function of the determined system state.

Abstract: In one aspect, a method for controlling operation of an internal combustion engine is described. The engine is operated in a skip fire manner such that selected skipped working cycles are skipped and selected active working cycles are fired to deliver a desired engine output. A particular level of torque output is selected for each of the fired working chambers. Various methods, arrangements and systems related to the above method are also described.

Abstract: A control device of an internal combustion engine according to the present invention executes air-fuel ratio control based on an output of an air-fuel ratio sensor provided at an upstream side of a catalyst, with correction based on an output of an oxygen sensor at a downstream side of the catalyst. When it is determined that a degree of an output tendency in a predetermined lean region is not less than a predetermined lean degree, and that a degree of an output tendency in a predetermined rich region is less than a predetermined rich degree based on lean tendency and rich tendency values representing output tendencies of the oxygen sensor, a limit is set to the correction in a direction to more suppress enriching of an air-fuel ratio as a degree is larger in which the output of the oxygen sensor is shifted to a lean side.

Abstract: An exhaust sensor 1 comprises a sensor cell 51, a voltage application circuit 61, a current detection circuit 62 and a concentration calculating part 80a. The current detection circuit detects a first current flowing through the sensor cell when fuel cut control is being performed in the internal combustion engine and a predetermined voltage is applied from the voltage application circuit to the sensor cell, and detect a second current flowing through the sensor cell when normal control is being performed in the internal combustion engine and the predetermined voltage is applied from the voltage application circuit to the sensor cell. The concentration calculating part is configured to calculate the concentration higher with respect to the second current when the first current is relatively low compared with when the first current is relatively high.

Abstract: A method for ascertaining a mean value of a gas-mass flow in a combustion engine. The method includes measuring a gas-mass flow impinged upon by a pulsation, smoothing a sensor signal obtained by the measurement, applying a correction quantity to the smoothed sensor signal in order to obtain the mean value of the gas-mass flow, and ascertaining the correction quantity as a function of the operating state of the combustion engine with the aid of a data-based, non-parametric function model.

Abstract: A control unit (2) for a fuel injector (3) comprising a solenoid actuator (31) having an armature (33), the control unit configured to drive a current through an electromagnet coil (34) of the solenoid actuator in a voltage mode during at least a portion of an injection cycle.

Abstract: A method for operating an internal combustion engine, such as a marine diesel engine, that is operative for rotating an output shaft of the engine in a normal operating mode for generating a desired output power based on an operating fuel quantity introduced into the engine. The engine is operated in a calibration mode at a defined rotational speed of the output shaft, and a calibrating fuel quantity introduced into the engine to maintain the defined rotational speed in the calibration mode is determined. In the normal operating mode of the engine, the engine output power is determined based on the operating fuel quantity being introduced into the engine in the normal operating mode and the calibrating fuel quantity determined in the calibration mode.

Abstract: A diesel engine is provided with a fuel injector which injects fuel into a combustion chamber. An ECU includes a parameter obtaining portion which obtains multiple property parameters indicative of a property of the fuel, and a molecular-weight computing portion which computes multiple molecular-weights based on the multiple property parameters in view of a correlation data which defines a correlation between the multiple property parameters and the multiple molecular-weights of the fuel. Further, the ECU includes a combustion-condition computing portion which computes a combustion parameter indicative of a combustion condition of the diesel engine based on the multiple molecular-weights, and a control portion which performs a combustion control based on the combustion parameter.

Abstract: An internal combustion engine uses gaseous main fuel and liquid pilot fuel and has a plurality of cylinders and an engine controller capable of adjusting a burning state of each cylinder through fuel regulation, including fuel cut off, upon occurrence of abnormal combustion. A method of operating the internal combustion engine includes, upon occurrence of abnormal combustion in a cylinder in a gaseous mode, cutting off the main fuel into only the cylinder and the fuel injection is kept partially active with a pilot fuel injected by a pilot nozzle of the cylinder.

Abstract: Methods and systems are provided for controlling fuel injection via a port fuel injector. At low load conditions, a lift pump coupled to a port injector may be deactivated, allowing fuel rail pressure to drop to fuel vapor pressure. Fuel may be delivered to engine cylinders while fuel rail pressure remains at fuel vapor pressure, with the lift pump still deactivated, for a duration until the accumulated amount of fuel delivered via port injection exceeds a threshold. Thereafter, the lift pump may be reactivated, allowing the fuel pump to be maintained disabled for longer periods of time, and providing fuel economy benefits.

Abstract: Methods and system are provided for operating a fuel system of a stop-start engine system. In one example a method may comprise powering off a lift pump and maintaining a volume control valve in a closed position during an engine stop to maintain a fuel pressure within a fuel rail and one or more fuel injectors. The method may further comprise, in response to determining an engine start is desired, powering on the lift pump, initiating cylinder combustion, and operating a higher pressure pump (HPP) in an unpressurized mode when a fuel pressure upstream of the HPP is less than a threshold and switching to operating the HPP in a pressurized mode when the fuel pressure upstream of the HPP reaches the threshold.

Abstract: A multicylinder engine includes a plurality of intake ports, a plurality of in-cylinder injectors, and an electronic control unit. The electronic control unit is configured to initially set a value of a control parameter of the multicylinder engine, individually for each of the cylinders, such that there is a common regularity between a distribution among the cylinders, of a difference of the value of the control parameter of each of the cylinders from the value of the control parameter of a reference cylinder, and a distribution among the cylinders, of a difference of the distance of a narrowed portion of each of the cylinders from the distance of the narrowed portion of a reference cylinder. The control parameter is a parameter that determines an air-fuel ratio of an air-fuel mixture around an ignition plug at a time of ignition in stratified charge combustion operation.

Abstract: The invention relates to a control device applied to a cylinder injection type of an internal combustion engine (10). The control device control a disperse parameter for changing a degree of a spread of the fuel spray injected from the injector (20) such that the maximum degree of the spread of the fuel spray under a state where an amount of the fuel adhering to the spark generation part (31a) of the spark plug (30) at the ignition timing corresponds to a first amount, is smaller than the maximum degree of the spread of the fuel spray under a state where the amount of the fuel adhering to the spark generation part at the ignition timing corresponds to a second amount smaller than said first amount.