Mazda Motor Corporation

Toyo Kogyo Co., Ltd.

Mitsubishi Denki Kabushiki Kaisha

Hideo Shiraishi

Haruo Okimoto

Tomoo Tadokoro

Katsuhiko Yokooku

Tetsushi Hosokai

Yasuyuki Morita

Yoshinobu Kido

Masahiko Matsuura

Kenji Ushijima

Setsuhiro Shimomura

Tomoya Yamakawa

Hiroyuki Oda

Kazuo Tanaka

Toshimichi Akagi

Nobuhide Seo

Masanori Inada

Katsuhiko Sakamoto

Haruki Higashi

Hichiro Ohtani

Yasuo Tatsutomi

Koso Iida

Hajime Doinaga

Masanao Okano

Takashi Hamamoto

Shigeru Tamura

Hichirou Ohtani

Masahiro Takeda

An engine control system for an engine of a vehicle provided with a power steering system having a power steering pump has an engine torque controller for varying output torque of the engine according to engine operating conditions. The engine torque controller is forced to increasingly vary the engine torque when a hydraulic pressure sensor, located just behind, or after, the power steering pump, detects a hydraulic pressure higher than a predetermined hydraulic pressure. The varying action of the engine torque controller is suspended while a temperature sensor, located just before or after the hydraulic pressure sensor, detects a temperature lower than a predetermined temperature.

Engine control system for internal combustion engine

A fuel injection system for an engine has a plurality of bottom-feed type fuel injection valve assemblies. Each of the assemblies has an outer casing and an injector main body which is accommodated in the outer casing and is electrically operated. The outer casing is provided with a fuel inlet and a fuel outlet in communication with each other. A fuel supply pipe is connected to the fuel inlet of the upstreammost fuel injection valve assembly, and a fuel return pipe is connected to the fuel outlet of the downstreammost fuel injection valve assembly. A connection pipe connects the fuel outlet of each fuel injection valve assembly to the fuel inlet of the next fuel injection valve assembly. A wire harness for supplying power to the injector main body extends through a harness member which has a plurality of valve holders formed integrally therewith. Each valve holder is fixed to the upper portion of the outer casing by a fastener.

Fuel injection system for engine

A hot wire type flow sensor having a cylindrical housing to be placed in a fluid passage, a plurality of hot wire supporters mounted on the inner surface of the housing, a hot wire stretched between the supporters, and a control circuit connected to the hot wire to output a signal in proportion to a flow rate of fluid. The inner surface of the housing at the upstream side of the hot wire is so formed that the flow of the fluid is concentrated at the central part of the hot wire.

Hot wire type flow sensor

A fuel control apparatus comprises a fuel supplying means for supplying fuel to an internal combustion engine depending on the operation of a fuel control valve, a hot-wire type intake air quantity sensor disposed in an air-intake passage for the internal combustion engine to detect the quantity of air passing therethrough, a memory means which is adapted to accumulate an output from the intake air quantity sensor, the number of revolution of sand internal combustion engine, or the length of time in operation of the internal combustion engine, and holds the value obtained by the accumulation after the engine is stopped, and a control means for heating a hot wire at a temperature higher than a temperature in the normal operation so as to burn off a deposit on the hot wire after the accumulated value in the memory means reached a predetermined value and the engines is stopped.

Fuel control apparatus

In an intake system having a bypass passage for introducing auxiliary air to the engine, a base amount of auxiliary air is first determined according to the engine operating condition. A target idling speed is calculated according to the engine temperature and the engine load and the target idling speed is compared with the actual engine speed. The base amount of auxiliary air is corrected according to the difference between the target idling speed and the actual engine speed, thereby obtaining a final target amount of auxiliary air. The control amount of the control valve is determined according to the final target amount of auxiliary air referring the final target amount of auxiliary air to the output characteristics of the control valve. Then the control valve is driven on the basis of the control amount.

Intake system for engine

An automotive driving control system comprises a stepless transmission provided between the engine and the driving wheels, a transmission control for controlling the transmission ratio of the stepless transmission, a throttle valve driver for driving the throttle valve of the engine, an accelerator position sensor for detecting the amount of depression of the accelerator pedal, and a control for controlling the transmission control and the throttle valve driver. The control controls the transmission control and the throttle valve driver to respectively control the opening degree of the throttle valve and the transmission ratio of the stepless transmission so that engine output corresponding to the amount of depression of the accelerator pedal is obtained. There is further provided an acceleration requirement detector for detecting an acceleration requirement by way of change in the amount of depression of the accelerator pedal, the rate of change of the same (i.e., depressing speed of the accelerator pedal), or the amount or the rate of change in state of the vehicle due to the operation of the accelerator pedal such as negative pressure in the intake passage. Said control is arranged to control said transmission control and/or said throttle valve driver so that engine output is made maximum when the acceleration requirement is larger than a predetermined value.

Control system for an automotive driving system including an engine

A two rotor type rotary piston engine includes an intake system comprised of individual intake ports provided in at least one of the intermediate and side housings to open to the respective rotor cavities and adapted to be cyclically closed by the rotors as the rotor rotate, an intake passage including a throttle valve and individual passages leading respectively to the intake ports and communicated with each other by communicating passages downstream of the throttle valve. The intake port includes a main port having an opening period of 230.degree. to 290.degree. in terms of angle of rotation of the eccentric shaft and an auxiliary port having an opening period of 270.degree. to 320.degree. in terms of the angle of rotation of the eccentric shaft. The auxiliary port is normally closed but opened in heavy load operation by a control valve and has a closing timing later than that of the main port. The communication passages and the individual passages leading to the respective rotor cavities have overall length between 0.57 and 1.37 m so that a compression wave produced in one individual passage in opening timing of one intake port is transmitted to the other intake port just before the other intake port is closed to obtain an additional charge under engine speed ranges of 3000 to 4500 rpm and 5000 to 7000 rpm.

Intake system for rotary piston engine

A two rotor type rotary piston engine includes an intake system comprised of individual light load intake ports and heavy load intake ports provided in at least one of the intermediate and side housings to open to the respective rotor cavities and adapted to be cyclically closed by the rotors as the rotor rotate, an intake passage including a throttle valve and individual light load and heavy load passages leading respectively to the light load and heavy load intake ports. The light load passages are communicated with each other by a communicating passage downstream of the throttle valve and the heavy load passages are also communicated each other by a further communication passage. The intake port timings and the passage lengths are so determined that pressure resonance effects can be obtained at both medium and high speed engine operations.

A two rotor type rotary piston engine includes an intake system comprised of light load intake ports provided in the intermediate housing and heavy load intake ports provided in side housings to open to the respective rotor cavities and being cyclically closed by the rotors as the rotor rotates, an intake passage including a throttle valve and individual passages leading respectively to the intake ports. The passages leading to the light load ports are communicated with each other by a communicating passage downstream of the throttle valve. The heavy load intake port includes a main port and an auxiliary port. The auxiliary port is normally closed but opened in high speed, heavy load operation by a control valve and has a closing timing later than that of the main port. The communication passage and the individual passages leading to the light load intake ports have overall length in relation to the port timings so that a compression wave produced in one individual passage in opening timing of one light load intake port is transmitted to the other light load intake port just before the other light load intake port is closed to obtain an additional charge under an engine speed in which the control valve is moved from the closed position to the open position or vice versa.

The difference between the actual idling speed of an internal combustion engine and a desired idling speed determined according to the operating conditions of the engine is integrated and the opening angle of the throttle valve is controlled according to the integrated value to control the amount of the intake air, whereby the actual idling speed is equalized to the desired idling speed. When the actual idling speed becomes higher than a predetermined value, the idling speed control is interrupted with said integrating operation being continued and the throttle valve is positively closed.

Idling speed control system for internal combustion engine

Engine cooling system including a cooling water passage having cooling water jackets formed in the engine and a water pump for circulating cooling water through the water passage. A driving motor is provided for driving the water pump and a control circuit for the motor receives an engine speed signal so that the speed of the water pump is decreased to a predetermined low level when the engine temperature is low so that the engine can be warmed up rapidly while maintaining a cooling water circulation for preventing local overheating of the engine.

Cooling system for liquid-cooled internal combustion engines

Engine cooling system including cooling water passages having cooling water jackets formed respectively in the hot temperature portion and the cold temperature portion of the engine and water pumps for circulating cooling water through the water passages. Driving motors are provided for driving the water pumps and a control circuit for the motors receives an engine speed signal so that the water pump for the water passage to the cold temperature portion of the engine is stopped when the engine temperature is low so that the engine can be warmed up rapidly while maintaining a cooling water circulation through the water passage in the hot temperature portion for preventing local overheating of the engine.

An exhaust gas purifying system for an automobile engine including at least first and second engine cylinder has a shutter valve for interrupting the supply of a combustible air-fuel mixture to the first engine cylinder during a particular engine operating condition, a three-way electromagnetically operated valve for controlling the operation of the shutter valve, and a secondary air supply unit including a switching valve for selectively supplying a secondary air to a portion of an exhaust passage upstream of at least one catalyst unit disposed in the exhaust passage.

Exhaust gas purifying system for internal combustion engine

Engine starting device which, if engine temperature is at a level such that vaporized fuel may be present in a carburetor while an engine is stopped, causes a throttle valve to open a certain amount when the cranking motor is actuated, whereby such vaporized fuel is rapidly evacuated and an air-fuel mixture having the correct air-fuel ratio to permit rapid starting is supplied to the engine.

Growing community of inventors

Hiroshima, Japan

Hideo Shiraishi