Toyota Jidosha Kabushiki Kaisha

Pacific Industrial Company, Ltd.

Eiichi Kamiyama

Daisuke Akihisa

Daisaku Sawada

Yukihiro Nakasaka

Naoto Hisaminato

Manabu Tateno

Masaaki Kashiwa

Akio Kikori, Legal Representative

Mamoru Yoshioka

Hideo Nagaosa

Takashi Kawasaki

Tatehito Ueda

Kazushige Ueno

Shigeo Kikori

Kazuhisa Yano

Narihito Tatsuda

Tetsu Yamada

Hiroshi Tada

Nobuki Kawamoto

Toshio Itoh

Takanobu Arai

Takashi Sasajima

Katsuhiko Aoyama

Shinichi Sano

An opposed-piston internal combustion engine is configured so that one cylinder is provided with two pistons and these pistons reciprocate symmetrically with each other. The engine comprises: an expanded chamber formed at part of a wall of the cylinder positioned between the two pistons when a volume between the two pistons is the minimum and extending in a radial direction of the cylinder; an intake passage communicated with the expanded chamber; an exhaust passage communicated with the expanded chamber; an intake valve opening and closing the intake passage with respect to the expanded chamber; an exhaust valve opening and closing the exhaust passage with respect to the expanded chamber, and crankshafts respectively connected to the pistons. The expanded chamber formed so as to stick out from a wall surface of the cylinder in the same direction as axes of rotation of the crankshafts.

Opposed-piston internal combustion engine

A balance device for an internal combustion engine includes a crankshaft and a balance shaft. The crankshaft includes a CS eccentric weight. The balance shaft includes a BS eccentric weight. A CS connected point deviated from the CS main shaft, and a BS connected point deviated from the BS axial shaft are connected with a connection rod. A CS connection mechanism that enables relative rotation of the crankshaft and the connection rod is provided at the CS connected point. A BS connection mechanism that enables relative rotation of the balance shaft and the connection rod is provided at the BS connected point. A guide section guides a motion of the connection rod so that the balance shaft rotates in an opposite direction to the crankshaft.

Balance device for internal combustion engine

The present variable compression ratio V-type internal combustion engine is a variable compression ratio V-type internal combustion engine which joins cylinder blocks of two cylinder groups and makes the joined cylinder block move relatively to a crankcase, wherein at each relative movement position of the joined cylinder block, the intake valve closing timings of the cylinders are controlled so that the actual compression ratios of the two cylinder groups become equal and thus the temperature difference and pressure difference in the cylinders at top dead center between the two cylinder groups are reduced.

Variable compression ratio V-type internal combustion engine

A spark ignition type internal combustion engine includes a plurality of cylinders and can stop combustion in part of these cylinders. Further, the spark ignition type internal combustion engine comprises a variable compression ratio mechanism (A) which can change an mechanical compression ratio, and a variable valve timing mechanism (B) which can control a closing timing of an intake valve. When idling part of the cylinders or increasing idled cylinders, the closing timing of an intake valve () moves in a direction which approaches an intake bottom dead center side, and the mechanical compression ratio of the operating cylinders falls. By idling part of the plurality of cylinders in this way, it is possible to realize a high heat efficiency even in a region where the engine load is low.

Spark ignition type internal combustion engine

The present variable compression ratio V-type internal combustion engine is a variable compression ratio V-type internal combustion engine which joins cylinder blocks of two cylinder groups and makes the joined cylinder block move relatively to a crankcase, wherein the engine is provided with a first relative movement mechanism which is fastened to a first cylinder group side of the joined cylinder block through a plurality of supports and a second relative movement mechanism which is fastened to a second cylinder group side of the joined cylinder block through a plurality of supports. The number of the supports in each of the first relative movement mechanism and the second relative movement mechanism is made at least a number greater by exactly one than the number of cylinders of the first cylinder group and the second cylinder group, respectively.

An ECUA is associated with an engineprovided with a VVTcapable of independently setting a phase of an intake valveA and a phase of an intake valveB of two intake valvesmounted for a combustion chamber E. The ECUA includes a controller control the VVTbased on a magnitude of engine brake required to the engineto vary a phase of at least one of the intake valvesA andB.

Engine control apparatus

An engine is equipped with a supercharger (exhaust turbocharger) which is rotationally driven by means of exhaust gas and in which an expansion ratio is settable greater than a compression ratio. The engine includes: an operation state determination unit that determines an operation state of the engine; a plurality of exhaust valves provided at a single cylinder; a variable exhaust valve timing mechanism that is capable of changing opening timing of at least one exhaust valve among the exhaust valves; and a controller that, when it is determined by the operation state determination unit that the engine is operated with low load and is acceleration time, transmits a command to the variable exhaust valve timing mechanism and advances the opening timing of the at least one exhaust valve relative to the opening timing of another exhaust valve. Thereby, supercharging response and the expansion ratio are maintained.

Engine

A high expansion ratio internal combustion engine includes: a variable compression ratio mechanism that varies a mechanical compression ratio of the internal combustion engine; and a variable valve train in which some valve(s) of a plurality of intake valves is phase-variable and the remaining valve(s) is phase-fixed, the variable valve train being configured such that a working angle of the phase-variable intake valve is larger than a working angle of the phase-fixed intake valve, wherein a valve-open timing of the phase-variable intake valve is retarded after a valve-open timing of the phase-fixed intake valve when the internal combustion engine is under low-load operating state.

High expansion ratio internal combustion engine

The present variable compression ratio V-type internal combustion engine is a variable compression ratio V-type internal combustion engine which joins cylinder blocks of two cylinder groups and makes the joined cylinder blockmove relatively to a crankcase along an arc-shaped path so as to move away from an engine crankshaft, wherein the arc-shaped path is set so that the mechanical compression ratio of one cylinder group and the mechanical compression ratio of the other cylinder group become equal when the cylinder block is at the lowest position closest to the engine crankshaft and when the cylinder block is at a specific position between the lowest position and a highest position which is furthest from the engine crankshaft.

When knocking occurs, a control apparatus for an internal combustion engine increases the rotational speed of a pump to increase the flow rate of a coolant supplied to an area near a combustion chamber wall surface, and controls an actual mechanical compression ratio to a low mechanical compression ratio lower than a mechanical compression ratio set based on the load of the engine. Thus, the pressure of end gas is decreased, and occurrence of knocking is suppressed. Then, the actual mechanical compression ratio is returned to the mechanical compression ratio at a time point at which the temperature of the combustion chamber wall surface has been sufficiently decreased due to the increase in the rotational speed. Thus, occurrence of knocking is suppressed while avoiding the situation where the actual mechanical compression ratio continues to be controlled to the low mechanical compression ratio that is lower than the mechanical compression ratio.

Control apparatus for internal combustion engine

A spark-ignited internal combustion engine includes a variable compression ratio mechanism that changes a mechanical compression ratio, and a variable valve timing mechanism that controls a valve closing timing at which an intake valve is closed, in which the amount of intake air that is supplied into a combustion chamber is controlled by changing the valve closing timing of the intake valve, and when an air-fuel ratio is increased from a first desired air-fuel ratio to a second desired air-fuel ratio, the valve closing timing of the intake valve is brought close to an intake bottom dead center until the air-fuel ratio becomes equal to the second desired air-fuel ratio, without changing a fuel injection amount.

Spark-ignited internal combustion engine and method of controlling the same

A silica structure includes mesoporous silica spheres; and connection portions each of which includes metal oxide, and each of which connects the mesoporous silica spheres to each other.

Silica structure and method of producing the same, and heat insulating material

An internal combustion engine comprises a variable compression ratio mechanism capable of varying the mechanical compression ratio and a variable valve timing mechanism capable of controlling the closing timing of an intake valve. In an engine low-load operation, the mechanical compression ratio is maintained at a maximum mechanical compression ratio. In an engine high-load operation, the mechanical compression ratio is gradually decreased as the engine load increases. In the engine high-load operation, a load at which a predetermined mechanical compression ratio lower than the maximum mechanical compression ratio is obtained is preset, and a throttle valve is closed in the range of loads lower than the preset load.

A spark ignition internal combustion engine includes a variable expansion ratio mechanism which can alter the mechanical expansion ratio, and an exhaust variable valve mechanism which can alter the timing for opening an exhaust valve. The mechanical expansion ratio and the timing for opening the exhaust valve are set depending on the engine load such that the mechanical expansion ratio increases and the timing for opening the exhaust valve is retarded to the exhaust bottom dead center side as the engine load decreases. By setting the mechanical expansion ratio in such a manner depending on the engine load, thermal efficiency can be enhanced as compared with a case where the mechanical expansion ratio is set to make the actual compression rate constant for example. Consequently, a spark ignition internal combustion engine exhibiting high thermal efficiency is provided.

In an internal combustion engine, a variable compression ratio mechanism able to change a mechanical compression ratio and a variable valve timing mechanism able to control the closing timing of an intake valve are provided. The mechanical compression ratio is held at a maximum mechanical compression ratio at the engine low load operation side and gradually made to decrease as the engine load increases at the engine high load operation side. The actual compression ratio is held nearly constant at the engine high load operation side and is made to decrease as the engine load decreases at the engine low load operation side.

Growing community of inventors

Mishima, Japan

Eiichi Kamiyama