Mazda Motor Corporation

Daisuke Fukuda

Daisuke Shimo

Naotoshi Shirahashi

Masahiko Fujimoto

Sangkyu Kim

Yoshie Kakuda

Hiroshi Minamoto

Kenta Honda

Motoshi Kataoka

Keiji Maruyama

Tomohiro Koguchi

Masanori Hashimoto

Shinichi Hikitani

Akira Tsuda

Kazunori Hirabayashi

Masahiro Miyazaki

Shinichi Morinaga

Keitaro Kageyama

Hiroaki Gotan

Akira Taguchi

Yudai Kato

Kenta Kobayashi

Kazufumi Kumakura

Yukio Jo

Atsushi Yamada

Kenji Tanaka

Michiyuki Miura

Yusaku Takahashi

Yasuyuki Sagane

Takahiro Okazaki

Toshiaki Tohoda

Aki Murai

Masaki Yamamoto

A cooling device of a vehicle is provided, which includes a transmission, a first coolant circuit where a first coolant which cools the internal combustion engine circulates, a second coolant circuit independent from the first coolant circuit, where a second coolant which cools the electric drive system circulates, and a fluid circuit where fluid which lubricates and cools friction engagement elements in the transmission circulates. The fluid circuit includes a first heat exchanger which exchanges heat between the fluid and the first coolant, a second heat exchanger in-series with the first heat exchanger which exchanges heat between the fluid and the second coolant, a first adjuster which changes a flow rate of the fluid passing through the first heat exchanger, and a second adjuster which changes a flow rate of the fluid passing through the second heat exchanger.

Vehicle cooling device

An engine lubrication system including: an oil pump configured to be driven by an engine; an oil jet mechanism configured to inject oil pressure-fed by the oil pump to a piston; and circuitry configured to set a target hydraulic pressure of the oil injected from the oil jet mechanism according to an operation state of the engine; determine a hydraulic pressure state of the oil injected from the oil jet mechanism; and change a gear stage of the automatic transmission to a lower gear stage in a case that a predetermined condition between the determined hydraulic pressure state and the target hydraulic pressure is satisfied.

Engine lubrication system

A control system of an engine is provided, which includes a piston formed with a cavity and configured to reciprocate in a cylinder along a center axis of the cylinder, and a fuel injector disposed facing a top surface of the piston and configured to inject fuel along an injection axis. When the piston is located near a top dead center of compression stroke, the fuel injector performs a first injection so that the fuel flows from the fuel injector toward the cavity along the injection axis, collides with an inner surface of the cavity, then flows back toward the fuel injector along the inner surface of the cavity from a position offset from the injection axis. The fuel injector performs a second injection toward the cavity at a timing after the first injection and at which the fuel of the first injection flows back.

Method and system for controlling engine

A geometric compression ratio in an engine main bodyis set to 15 or less. Injection control means (ECU) performs a main injection of injecting fuel near a compression top dead center, and a preceding injection prior to the main injection at a specific region of predetermined load within an operating region on a relatively low-speed side. The injection control means performs, as the preceding injection, a pilot injection of performing injection at a timing such that at least part of a fuel spray reaches outside a cavityon a top face of a piston, and a pre-injection of injecting fuel at a predetermined timing after the pilot injection, to suppress thereby ignition of the fuel injected by the pilot injection and shorten an ignition delay of the fuel injected by the main injection.

Diesel engine for automobile, control device and control method

A fuel injection nozzle for a diesel engine. The fuel injection nozzle may include a plurality of injection hole groups, each having two injection holes respectively. A distance between the two injection holes, an angle between longitudinal axes of the two injection holes and an angle between horizontal axes of said two injection holes of each injection hole group are each set such that fuel sprays injected from said two injection holes will form a single fuel spray cloud after the fuel sprays collide with a side wall of a combustion chamber formed in a top surface of a piston of the engine, and such that the distance between collision points of the fuel sprays will be in a predetermined range in which a penetration force of said fuel spray cloud along a longitudinal direction of said combustion chamber received after collision with said wall of said combustion chamber is at or near a predetermined maximum value.

Diesel engine and fuel injection nozzle therefor

An engine exhaust gas purifier includes: an injection controller allowing a fuel injection valve to inject fuel near the top dead center on each compression stroke; an EGR amount controller for controlling the amount of exhaust gas recirculated into a combustion chamber; an excess air ratio controller for controlling the excess air ratio so that the local equivalence ratio in a late combustion stage is lower than the equivalence ratio at which soot is produced; and an intake air temperature controller for controlling the temperature of intake air after being mixed with exhaust gas. The intake air temperature controller controls the temperature of intake air within a temperature range lower than an upper temperature limit below which a predetermined ignition delay time can be secured and higher than a lower temperature limit above which the production of HC and CO can be avoided.

Engine exhaust gas purifier

Growing community of inventors

Hiroshima, Japan

Daisuke Fukuda