A catalyst (22) suitable for reduction of the NOx in an exhaust gas by ammonia in the presence of excess oxygen is arranged in the exhaust passage (18, 21) of an internal combustion engine. An aqueous urea solution is fed through a flow control valve (33) to the inside of the exhaust passage (21) upstream of the catalyst (22). When the temperature of the catalyst (22) is low, a large amount of the aqueous urea solution is fed to make the urea contained in the aqueous urea solution be stored in the catalyst (22). When the engine is accelerated and the temperature of the catalyst (22) rises, ammonia is released at a little at a time from the inside of the catalyst (22) and the NOx in the exhaust gas is reduced by the released ammonia.

Exhaust gas purification device of internal combustion engine

In an internal combustion engine, a hydrocarbon feed valve (15) and an exhaust purification catalyst (13) are arranged in an engine exhaust passage. A first NO X removal method which injects hydrocarbons from the hydrocarbon feed valve (15) within a predetermined range of period so that the reducing intermediate generated thereby reduces the NO X contained in the exhaust gas and a second NO X removal method which makes the air-fuel ratio of the exhaust gas flowing into the exhaust purification catalyst (13) a first target rich air-fuel ratio by a period which is longer than this predetermined range are used. When the NO X removal method is switched from the second NO X removal method to the first NO X removal method, the air-fuel ratio of the exhaust gas flowing into the exhaust purification catalyst (13) is made a second target air-fuel ratio which is smaller than the first target rich air-fuel ratio.

Exhaust purification system of internal combustion engine

When a crank angle is controlled to stop at an optimal crank angle stop position by an engine automatic stop control, such as idling stop, or when the crank angle stop position can be estimated with high accuracy, the automatic engine restart is performed by a motor generator serving as an electric motor or an electric generator, at the next time of restarting of the engine. On the other hand, when the crank angle is not controlled to stop at the optimal crank angle stop position, when the crank angle stop position cannot be estimated with the high accuracy, or when the crank angle stop position changes after the stop control, the engine is restarted by a DC starter having an output torque larger than that of a motor generator, at the next time of restarting of the engine.

Stop and start control apparatus of internal combustion engine

A method to control valve patterns in a cylinder operating in a multi-stroke cylinder mode. Valves are controlled to improve drivability and emissions.

Valve Selection For An Engine Operating In A Multi-Stroke Cylinder Mode

A method to determine and control engine torque in an internal combustion engine. The method may significantly reduce torque strategy calculations and the calibration complexity.

Method of Torque Control for an Engine with Valves that may be Deactivated

An engine is started by identifying a combustion chamber having a predetermined volume of air therein and being in a position past top dead center, injecting fuel into the combustion chamber, thereby providing a combustible mixture, and, igniting the mixture.

Multi-cylinder four stroke direct injection spark ignition engine

A method of controlling fuel supply during a deceleration fuel shutoff mode includes determining the amount of oxygen stored in the catalyst or the temperature thereof and intermittently supplying fuel to the engine such that the fuel reacts in the catalyst to reduce excess oxygen therein.

Direct injection spark ignition engine having deceleration fuel shutoff

PROBLEM TO BE SOLVED: To eliminate mechanical complexity of a starting system by specifying a combustion chamber in an expansion stroke of an engine having the prescribed air volume, and igniting it by supplying a combustible mixture by injecting prescribed fuel into this combustion chamber. SOLUTION: A combustion chamber 20 existing in a position proper for self-starting is specified from the newest crank position stored in a KAM 110 by a controller 12. Next, present pressure, a temperature and the volume in the specific combustion chamber 20 are calculated from an atmosphere, an engine temperature, pressure, a throttle valve position and a Hall effect. A proper fuel pulse width of the desired air-fuel ratio injected into the combustion chamber 20 is also calculated. This is transmitted to a fuel injector 38, and a desired quantity of fuel is supplied to the combustion chamber 20, and is mixed with air in the combustion chamber 20, and is formed as a proper combustible mixture, and is ignited in the combustion chamber 20 by a spark plug 48, and an engine 10 is self-moved. Therefore, a mixing and evaporating degree of air and fuel is improved at engine starting time, and starting time can be shortened.

Multicylinder four-cycle direct injection spark ignition engine

The supply control method involves the steps of determining an engine (10) operating condition, ceasing continuous fuel supply when a deceleration condition is detected, determining the amount of oxygen stored in the catalyst (37) and intermittently supplying fuel to the engine, for a number of engine cycles, based on the amount of oxygen stored in the catalyst, to produce a rich air-fuel mixture. Determining the amount of oxygen stored in the catalyst is based on the air flow rate through the engine, the engine speed and the temperature of the catalyst. Independent claims are included for a system of controlling the oxides of nitrogen emissions from a direct injection spark engine during deceleration and an electronically programmable chip and program code for utilizing the method.

Deceleration fuel shutoff mode for direct injection spark ignition engine

PROBLEM TO BE SOLVED: To improve fuel economy as controlling the exhaust quantity of NOx by judging the operating state of a catalyst in deceleration, and intermittently feeding an engine with fuel on the basis of the operating state so as to reduce an amount of oxygen excessively absorbed as the intermittently fed fuel reacts in the catalyst. SOLUTION: In a controller 12, a fact of whether an engine is in such a state that it is in a decelerating mode and its continuous fuel supply is temporarily stopped or not according to an engine operating state detected by various sensors is judged. Next, engine speed or air flow rate extending over the specified period of time is integrated, whereby an amount of oxygen absorbed in a catalyst 37 is judged. In the case where this absorbed oxygen quantity is compared with the specified level, this oxygen absorbing capacity exceeds the specified level, fuel is intermittently fed to the engine 10, and thereby the intermittently fed fuel reacts to reduce the excessively absorbed oxygen. Or in the case where temperature in the catalyst 37 reaches to a specified temperature, a fuel supply is intermittently carried out.

Diana Dawn Brehob

Papers

Multi-cylinder four stroke direct injection spark ignition engine

Direct injection spark ignition engine having deceleration fuel shutoff

Multicylinder four-cycle direct injection spark ignition engine

Deceleration fuel shutoff mode for direct injection spark ignition engine

Direct-injection spark ignition engine with decelerating fuel cut