1. A fuel injection control apparatus for a direct injection internal combustion engine, comprising:
detector for detecting a decrease in engine speed; and
an injection controller for increasing a fuel injection quantity based on the decrease in engine speed being detected by the detector, wherein
the increased fuel injection quantity is set by the injection controller through the execution of a supplementary fuel injection, the injection quantity of which is set after an injection quantity setting timing of a normal fuel injection that is executed during a same combustion cycle as the supplementary fuel injection, wherein
the injection controller executes the normal fuel injection during an intake stroke and executes the supplementary fuel injection during a compression stroke.
2. The fuel injection control apparatus for a direct injection internal combustion engine according to claim 1, wherein the fuel injection quantity of the supplementary fuel injection is fixed.
3. The fuel injection control apparatus for a direct injection internal combustion engine according to claim 1, wherein the injection controller maintains the increased fuel injection quantity until a predetermined period of time has elapsed after the decrease in engine speed was detected by the detector.
4. The fuel injection control apparatus for a direct injection internal combustion engine according to claim 1, wherein the detector also detects whether an automatic transmission, which is drivingly connected to the internal combustion engine, is engaged to transmit engine output to a vehicle drive system, and the injection controller increases the fuel injection quantity when the detector detects the decrease in engine speed and also detects that the automatic transmission is engaged.
5. The fuel injection control apparatus for a direct injection internal combustion engine according to claim 1, wherein the detector detects a switching of an automatic transmission from a non-engaged state to an engaged state as the decrease in engine speed, the automatic transmission being drivingly connected to the internal combustion engine to transmit the engine output to a vehicle drive system when engaged.
6. The fuel injection control apparatus for a direct injection internal combustion engine according to claim 5, wherein the detector regards the automatic transmission as being engaged when a shift lever of the automatic transmission is in a drive position.
7. The fuel injection control apparatus for a direct injection internal combustion engine according to claim 1, wherein a shift of an injection mode of the normal fuel injection from execution of a compression stroke injection to execution of an intake stroke injection is detected by the detector as a decrease in engine speed.
8. The fuel injection control apparatus for a direct injection internal combustion engine according to claim 1, wherein the injection controller increases the fuel injection quantity until a predetermined period of time has elapsed after engine start-up.
9. The fuel injection control apparatus for a direct injection internal combustion engine according to claim 4, wherein the detector regards the automatic transmission as being engaged when a shift lever for the automatic transmission is in a drive position.
10. A fuel injection control apparatus for a direct injection internal combustion engine, comprising:
detector for detecting a decrease in engine speed; and
an injection controller for increasing a fuel injection quantity based on the decrease in engine speed being detected by the detector, wherein
the increased fuel injection quantity is set by the injection controller through the execution of a supplementary fuel injection, the injection quantity of which is set after an injection quantity setting timing of a normal fuel injection that is executed during a same combustion cycle as the supplementary fuel injection, wherein
the internal combustion engine has a plurality of cylinders, and the injection controller sets the period of time between the injection quantity setting timing of the normal fuel injection and the injection quantity setting timing of the supplementary fuel injection for a first cylinder of the plurality of cylinders so as to overlap with the period of time between the injection quantity setting timing of the normal fuel injection and the injection quantity setting timing of the supplementary fuel injection for a second cylinder of the plurality of cylinders.
11. A method for controlling fuel injection in a direct injection internal combustion engine including a cylinder which undergoes an expansion stroke, exhaust stroke, intake stroke, and compression stroke in this order during a combustion cycle, the method comprising:
setting a normal fuel injection to be executed during a predetermined combustion cycle of the cylinder; and
setting a supplementary fuel injection to be executed after the normal fuel injection during the predetermined combustion cycle of the cylinder when a decrease in engine speed is detected after the normal fuel injection has been set, wherein
the normal fuel injection is executed during the intake stroke of the predetermined combustion cycle, and the supplementary fuel injection is executed during the compression stroke of the predetermined combustion cycle.
12. The method according to claim 11, wherein the quantity of the supplementary fuel injection is fixed.
13. The method according to claim 11, wherein when the decrease in engine speed is detected before the normal fuel injection has been set, the quantity of the normal fuel injection is increased based on the detected decrease in engine speed.
14. The method according to claim 11, wherein if the supplementary fuel injection was executed during the predetermined combustion cycle, the quantity of the normal fuel injection to be executed in a subsequent combustion cycle following the predetermined combustion cycle is increased based on the detected decrease in engine speed.
15. The method according to claim 14, further comprising:
continuing to increase the quantity of the normal fuel injection for a subsequent combustion cycle based on the detected decrease in engine speed until a predetermined period time has elapsed after the decrease in engine speed has been detected.
16. The method according to claim 14, further comprising:
continuing to increase the quantity of the normal fuel injection for a subsequent combustion cycle based on the detected decrease in engine speed until a predetermined period of time has elapsed after engine start-up.
17. The method according to claim 13, wherein the increased quantity of the normal fuel injection is equal to the combined quantities of the normal fuel injection and the supplementary fuel injection that would be injected when the decrease in engine speed is detected after the normal fuel injection has been set.
18. The method according to claim 11, further comprising:
determining whether an automatic transmission, which is drivingly connected to the internal combustion engine, is engaged to transmit engine output to a vehicle drive system; and
executing the supplementary injection if the decrease in engine speed is detected while the automatic transmission is engaged.
19. The method according to claim 11, further comprising:
detecting a switching of an automatic transmission from a non-engaged state to an engaged state as the decrease in engine speed, the automatic transmission being drivingly connected to the internal combustion engine to transmit engine output to a vehicle drive system when engaged.
20. The method according to claim 19, wherein the automatic transmission is regarded as being engaged when a shift lever of the automatic transmission is in a drive position.
21. The method according to claim 11, wherein a shift of an injection mode of the normal fuel injection from execution of a compression stroke injection to execution of an intake stroke injection is detected as a decrease in engine speed.
22. The method according to claim 13, further comprising:
continuing to increase the quantity of the normal fuel injection for subsequent combustion cycle based on the detected decrease in engine speed until a predetermined period time has elapsed after the decrease in engine speed has been detected.
23. The method according to claim 13, further comprising: continuing to increase the quantity of the normal fuel injection for a subsequent combustion cycle based on the detected decrease in engine speed until a predetermined period of time has elapsed after engine start-up.
24. The method according to claim 18, wherein the automatic transmission is regarded as being engaged when a shift lever of the automatic transmission is in a drive position.
25. A method for controlling fuel injection in a direct injection internal combustion engine including a cylinder which undergoes an expansion stroke, exhaust stroke, intake stroke, and compression stroke in this order during a combustion cycle, the method comprising:
setting a normal fuel injection to be executed during a predetermined combustion cycle of the cylinder; and
setting a supplementary fuel injection to be executed after the normal fuel injection during the predetermined combustion cycle of the cylinder when a decrease in engine speed is detected after the normal fuel injection has been set, wherein
the internal combustion engine has a plurality of cylinders and the time period between the setting of the normal injection and the setting of the supplementary injection for a first cylinder among the plurality of cylinders overlaps with the time period between the setting of the normal injection and the setting of the supplementary injection for a second cylinder among the plurality of cylinders.
The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.
1. A heat exchanger comprising a refrigerant inlet header section and a refrigerant outlet header section which are arranged in parallel in a front-rear direction, and a refrigerant circulation passage for establishing communication between the header sections, wherein a refrigerant inlet is formed in the refrigerant inlet header section at a first end, and a refrigerant outlet is formed in the refrigerant outlet header section at the same end; and refrigerant having flowed from the refrigerant inlet into the refrigerant inlet header section returns to the refrigerant outlet header section after passing through the refrigerant circulation passage, and flows out of the refrigerant outlet, wherein
the first ends of the refrigerant inlet header section and the refrigerant outlet header section are closed by a first cap joined to the two header sections while bridging them, and second ends of the refrigerant inlet header section and the refrigerant outlet header section are closed by a second cap joined to the two header sections while bridging them; the refrigerant inlet is formed in a portion of the first cap which closes the refrigerant inlet header section, and the refrigerant outlet is formed in a portion of the first cap which closes the refrigerant outlet header section; a pipe joint member having a refrigerant inflow portion communicating with the refrigerant inlet and a refrigerant outflow portion communicating with the refrigerant outlet is joined to the first cap; a mating concave portion is formed on the first cap, and a mating convex portion is formed on the pipe joint member such that the mating convex portion projects toward the first cap and is fitted into the mating concave portion; and the mating concave portion, into which the mating convex portion is fitted, is not formed on the second cap.
2. A heat exchanger according to claim 1, wherein the pipe joint member assumes a plate-like shape; and the first and second caps have the same outer shape, except for the mating concave portion.
3. A heat exchanger according to claim 1, wherein the mating concave portion is formed on the first cap at a position offset from the center thereof with respect to the front-rear direction.
4. A heat exchanger according to claim 1, wherein the mating concave portion comprises a cutout formed in a peripheral edge portion of the first cap.
5. A heat exchanger according to claim 1, wherein the refrigerant outlet header section is disposed on the rear side of the refrigerant inlet header section; the refrigerant circulation passage is formed by a refrigerant inflow intermediate header section disposed below the refrigerant inlet header section in opposition thereto, a refrigerant outflow intermediate header section disposed below the refrigerant outlet header section in opposition thereto, and a plurality of heat exchange tubes; the refrigerant inflow intermediate header section and the refrigerant outflow intermediate header section communicate with each other; at least one heat exchange tube group including a plurality of heat exchange tubes arranged at intervals along the longitudinal direction of the header sections is disposed between the refrigerant inlet header section and the refrigerant inflow intermediate header section and between the refrigerant outlet header section and the refrigerant outflow intermediate header section, whereby a heat exchanger core section is formed; and opposite end portions of the heat exchange tubes of the heat exchange tube group are connected to the opposed header sections.