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    Control method of spark-ignition engine and spark-ignition engine system
    7.
    发明授权
    Control method of spark-ignition engine and spark-ignition engine system 有权
    火花点火发动机和火花点火发动机系统的控制方法

    公开(公告)号：US08402749B2

    公开(公告)日：2013-03-26

    申请号：US12828032

    申请日：2010-06-30

    申请人： Masahisa Yamakawa ,  Takashi Youso ,  Kouhei Iwai ,  Shuji Oba

    发明人： Masahisa Yamakawa ,  Takashi Youso ,  Kouhei Iwai ,  Shuji Oba

    IPC分类号： F01N3/00

    CPC分类号： F02D41/025 ,  F02D13/0234 ,  F02D41/0007 ,  F02D41/1475 ,  Y02T10/144 ,  Y02T10/18 ,  Y02T10/26

    摘要： In a specified operating area including a low engine-speed and low engine-load area, an excess air ratio λ is set at a specified ratio which is two or greater and three or smaller and an ignition timing θig of a spark plug is set at a timing of MBT to provide the maximum torque as a normal combustion control (S4). In case a catalyst temperature Tc is lower than a predetermined first temperature T1 in this area, a control of retarding the ignition timing from the MBT timing and/or a control of decreasing the excess air ratio λ to a ration below the above-described ratio are executed (S6, S8, S9). Accordingly, the temperature of the catalyst can be prevented simply and effectively from decreasing excessively, maintaining combustion conditions to provide a properly high thermal efficiency.

    摘要翻译： 在包括低发动机转速和低发动机负载面积的指定操作区域中，过量空气比λ被设定为两个或更大和三个或更小的规定比率，火花塞的点火正时和ig 设置在MBT的定时以提供作为正常燃烧控制的最大扭矩（S4）。 在该区域中催化剂温度Tc低于预定的第一温度T1的情况下，将从MBT定时延迟点火正时的控制和/或将过量空气比λ降低至低于上述比例的控制 （S6，S8，S9）。 因此，可以简单有效地防止催化剂的温度过度降低，保持燃烧条件以提供适当高的热效率。

    Engine control method and apparatus
    8.
    发明授权
    Engine control method and apparatus 有权
    发动机控制方法和装置

    公开(公告)号：US08783227B2

    公开(公告)日：2014-07-22

    申请号：US13012406

    申请日：2011-01-24

    申请人： Masahisa Yamakawa ,  Kouhei Iwai ,  Shuji Oba

    发明人： Masahisa Yamakawa ,  Kouhei Iwai ,  Shuji Oba

    IPC分类号： F02B3/06 ,  F02B3/08 ,  F02D35/02

    CPC分类号： F02B3/06 ,  F02B3/08 ,  F02B29/0437 ,  F02B2075/125 ,  F02D13/0211 ,  F02D13/0238 ,  F02D13/0265 ,  F02D13/0269 ,  F02D15/04 ,  F02D35/023 ,  F02D35/026 ,  F02D41/0007 ,  F02D41/0057 ,  F02D41/006 ,  F02D41/3035 ,  F02M26/01 ,  Y02T10/142 ,  Y02T10/47

    摘要： An engine is designed to allow a compression self-ignition combustion under an air-fuel ratio leaner than a stoichiometric air-fuel ratio to be performed at least in a partial-load range of the engine. Under a condition that an engine speed varies at a same load in an engine operating region of the compression self-ignition combustion, a compression end temperature Tx, which is an in-cylinder temperature just before an air-fuel mixture self-ignites, is controlled to be raised higher in a higher engine speed side than in a lower engine speed side. As one example of control for the compression end temperature Tx, an internal EGR amount is controlled to be increased larger in the higher engine speed side than in the lower engine speed side, to raise a compression initial temperature T0 which is an in-cylinder temperature at a start timing of a compression stroke. This makes it possible to perform the compression self-ignition combustion under a lean air-fuel ratio in a wider engine speed range to effectively enhance engine thermal efficiency.

    摘要翻译： 发动机被设计成允许至少在发动机的部分负荷范围内执行在比理论空燃比稀薄的空燃比下的压缩自点火燃烧。 在压缩自点火燃烧的发动机运转区域内的发动机转速相同的负荷条件下，作为空燃混合气自燃之前的缸内温度的压缩端温度Tx为 控制在较高的发动机转速侧比在较低的发动机转速侧升高。 作为对压缩端温度Tx的控制的一个例子，在较高的发动机转速侧的内部EGR量被控制为比在较低的发动机转速侧更大，以提高作为缸内温度的压缩初始温度T0 在压缩冲程的开始时刻。 这使得可以在更宽的发动机转速范围内以稀薄空燃比进行压缩自点火燃烧，以有效地提高发动机的热效率。

    Method and apparatus for controlling supercharged engine
    9.
    发明授权
    Method and apparatus for controlling supercharged engine 有权
    控制增压发动机的方法和装置

    公开(公告)号：US08459021B2

    公开(公告)日：2013-06-11

    申请号：US13012384

    申请日：2011-01-24

    申请人： Masahisa Yamakawa ,  Kouhei Iwai ,  Shuji Oba

    发明人： Masahisa Yamakawa ,  Kouhei Iwai ,  Shuji Oba

    IPC分类号： F02P3/06

    CPC分类号： F02D41/0007 ,  F02B1/12 ,  F02D13/0207 ,  F02D15/00 ,  F02D41/006 ,  F02D41/3035 ,  F02D41/3041 ,  F02D41/402 ,  F02D2041/001 ,  F02D2200/101 ,  F02D2200/602 ,  Y02T10/144 ,  Y02T10/44

    摘要： A supercharged engine has a geometric compression ratio ser to 16 or more and is designed to perform a compression self-ignition combustion under an air-fuel ratio leaner than a stoichiometric air-fuel ratio at least in a low engine speed range. On a lower engine load side than a given engine load within an engine operating region at which the compression self-ignition combustion is performed, a fresh air amount is reduced and an effective compression ratio (ε′) is increased, as compared with a higher engine load side than the given engine load within the engine operating region, and, on the higher engine load side than the given engine load, a supercharging pressure based on a supercharger (25) is increased to increase the fresh air amount, and the effective compression ratio (ε′) is reduced, as compared with the lower engine load side than the given engine load. This makes it possible to perform the compression self-ignition combustion under a lean air-fuel ratio in a wider engine load range to effectively enhance engine thermal efficiency, while eliminating a need for an operation of forcedly raising/lowering a temperature of fresh air.

    摘要翻译： 增压发动机的几何压缩比为16以上，并且设计成在至少在低发动机转速范围内在比理论空燃比稀薄的空燃比下进行压缩自点燃燃烧。 在比执行压缩自点火燃烧的发动机工作区域内的给定发动机负荷更低的发动机负荷侧，与较高的压缩自燃点相比，新鲜空气量减少并且有效压缩比（ε'）增加 发动机负荷侧比发动机运转区域内的给定发动机负荷高，并且在比给定发动机负荷高的发动机负荷侧，增加基于增压器（25）的增压压力以增加新鲜空气量，并且有效 与发动机负载侧相比，与给定的发动机负荷相比，压缩比（ε'）减小。 这使得可以在更宽的发动机负载范围内在贫空燃比下进行压缩自点火燃烧，从而有效地提高发动机热效率，同时不需要强制升高/降低新鲜空气的温度。