Usui Kokusai Sangyo Kabushiki Kaisha, Ltd.

Kabushiki Kaisha Kanesaka Gijutsu Kenkyusho

Usui Kokusai Sangyo Kaisha Limited

Kanesaka Technical Institute Ltd

Kabushiki Kaisha Kanesaka Gijitsu Kenkyusho

Hiroshi Kanesaka

Masayoshi Usui

In a hybrid supercharging engine comprising a turbo charger TC becoming a maximum capacity at a speed higher than a maximum torque rotating speed of an engine and a volume type supercharger SC provided in series to the TC, wherein a two step supercharging is performed while controlling the SC in such a manner as to keep a supply air amount constant without relation to an engine speed, it is possible not only to set a low BSFC but also to set twice or more BMEP of the TC supercharging engine. Further, since a supply air amount to an engine is increased by supercharging mainly by means of an SC at a time of a low speed so as to accelerate the TC, a turbo lag is prevented from generating and a performance at a time of a steady operation can be obtained even at a time of a rapid acceleration from a low speed. Still further, the SC is effectively functions even at a time of starting so as to increase a compressing pressure and a temperature of an engine so that a high ratio output engine which must be made a low compression ratio can be easily started. Accordingly, the engine can be made compact, light weight and inexpensive, and an exhaust of No can be reduced without sacrificing a reliability of an engine.

Hybrid supercharged engine

The air intake of a diesel engine used as a main power device is connected to a supercharger air outlet, wherein the supercharger is driven by an spark ignition engine. Discharged air from the supercharger is directed to an inlet system of said diesel engine for said main device by a pipe. Exhaust gas from the spark ignition engine is supplied between an inlet system of the supercharger and an inlet system of the diesel engine via an exhaust regulating valve. The regulating valve is regulated according to the operating condition of said diesel engine. Without deterioration in diesel engine startability and output, the engine system provides overall exhaust treatment which decreases especially NOx.

Engine system

Exhaust gases are caused to flow back into the cylinders of an Otto-cycle engine through exhaust valves when the pistons stay at the bottom dead centers of the induction stroke. This enables the exhaust gases leaving the cylinder during the exhaust stroke to have a sufficiently high temperature to activate a catalyst for purifying the exhaust gases even when the engine still has a low temperature during the beginning of its operation at a low load.

Method of purifying exhaust gases of an Otto-cycle engine

An Otto-cycle engine in which the expansion ratio is set in the range 11:1 to 16:1, comparable to the expansion ratios of Diesel engines and which has a rotary valve mounted in the suction passage. The valve is equipped with a valve actuating timing-adjusting device. The valve is closed prior to the bottom dead centre of each induction stroke to set the expansion ratio higher than the compression ratio set under full load conditions. The engine further includes a knock sensor for sensing or forecasting knocking. Valve closure is advanced by the adjusting device in response to the output signal from the sensor to adjust the compression ratio of the engine.

Otto-cycle engine

An Otto-cycle engine in which the expansion ratio is set in the range 11:1 to 16:1. A combustion knock sensor detects the onset knocking and a valve actuating timing-adjusting device mounted on the cam shaft that drives the suction valve, delays the timing at which the suction valve is closed, via an actuator in response to the output signal from the sensor. Thus, the substantial compression ratio is adjusted.

Disclosed is a temperature-sensing member including a columnar or hollow cylindrical base having a configuration of a circular or polygonal column or a hollow circular or polygonal cylinder; and at least one strip member of a material having a different coefficient of thermal expansion from that of the base, wherein the strip member is provided on at least a portion of an outer peripheral surface of the base at an acute angle with respect to an axis of the base and in such directions as to intersect each other on opposite sides of the base. In a case where two or more of the strip members are provided on the base, the strip members are disposed in mutually different directions with respect to an axis of the base and at an acute angle with respect to the base. The base may be formed into a tubular base having a rectangular, polygonal, circular configuration, in which case the strip member is provided on at least a portion of each opposite side of the base at an acute angle with respect to a breadthwise central line of the base in such a manner as to be oriented toward different directions. The strip member may be formed into a configuration of a belt, wire, or rod.

Temperature-sensing member

A fuel injector includes a needle valve body which is disposed in a sliding bore provided in a valve lower part and in which a needle valve portion abuts against a valve seat in the vicinity of an injection port, an upper portion of the needle valve body being pressed downwardly by a spring; an accululator formed above the needle valve body; a fuel passage communicating with the valve seat; a communicating passage bifurcating from the fuel passage and communicating with the accumulator; and an electromagnetic regulator valve which is disposed in the communicating passage and whose opening and closing timing can be adjusted.

Fuel injector

A supercharged internal combustion engine arrangement comprising an internal combustion engine having a plurality of turbo-chargers arranged to charge air into the engine and mechanism responsive to an operating condition of the engine for disabling at least one of the turbo-chargers, the arrangement being such that at low speeds all the turbo-chargers are used, and that as the speed rises the at least one turbo-charger is gradually disabled, thereby to improve the responsiveness of the engine.

Turbo-charger engine system

An intake system for an internal combustion engine comprises: an intake passage having an intake port and an inertial supercharging intake pipe leading from the passage; a rotary valve in the intake pipe and rotatable for opening and closing the intake pipe; and timing adjusting means for changing the opening timing of the rotary valve in accordance with engine speed.

Engine intake system

A fan blade which makes use of the difference in the thermal expansion coefficient to enable the angle of attack to be variable without a substantial change in the camber quantity and without the need to employ a temperature-sensitive fan clutch. The blade is provided with two plate-like members having a smaller thermal expansion coefficient than that of the blade in such a manner that one of the plate-like members is provided on the suction-side surface of the blade so as to extend from the forward edge portion at the distal end of the blade toward the rearward edge portion at the proximal end of the blade, and the other plate-like member is provided on the delivery-side surface of the blade so as to extend from the rearward edge portion at the distal end of the blade toward the forward edge portion at the proximal end of the blade, that is, the two plate-like members provided on the obverse and reverse surface, respectively, of the blade cross each other in a substantially X-shape. Accordingly, the angle of attack of the blade is made variable in accordance with a change in temperature of the air delivered by the fan. The blade may be made of a resin material, while the plate-like members may be made of a metal.

Fan blade

An accumulation type fuel injector is provided with an injector body and a needle valve guide having its one end fixed to the injector body. A nozzle body is fixed to the other end of the needle valve guide. The nozzle body is formed with an injection port and with an accumulation chamber. A needle valve is disposed in the accumulation chamber and is guided by the needle valve guide. A valve member is fitted in the injector body, and a check valve is guided by the valve member. A high-pressure fuel supply conduit is in communication with the accumulation chamber such that the needle valve opens when pressure in the fuel conduit is reduced. A controller guided by the valve member opens the check valve at the end of the fuel injection and a control piston guided by the injector body closes the needle valve.

Accumulation-type fuel injector

A fuel injector is provided wherein an accumulating chamber is formed around a needle valve in a nozzle assembly housing to open and close an inlet port. An injection end control valve is disposed between the accumulating chamber and a fuel passage having communication with an atmospheric pressure side of the needle valve. The injection end control valve functions to introduce high-pressure fuel from the accumulating chamber into the atmospheric pressure side of the needle valve. Thus, rapid closing of the needle valve is enabled.

A continuously variable transmission for a vehicle (FIG. 1) has a drive pulley (4), a driven pulley (11), and a tension pulley (19) each having a pair of axially spaced rotors. The opposed inner faces of the rotors of each pulley are formed with slopes which have gradients with respect to the respective axis of rotation increasing continuously in proportion to the radii of the faces. A plurality of belts made up of thin bands (22a, 22b, 22c) run on the three pulleys (4, 11, 19) such that the respective band edges are in contact with the respective slopes of the three pulleys. The distances between the respective slopes of the drive and driven pulleys are variable, so that the rotating speed ratio between the drive and driven pulleys can be varied by varying the contacting radii of the belts with the drive and driven pulleys, while uniform tension is imparted to the belts by the tension pulley.

Continuously variable transmission

A turbo-charged compression ignition engine having a turbo-charger (40) for supercharging the engine, a mechanism (56, 59) for controlling the timing of closing of the inlet passage (42) of the engine, and an auxiliary cam for opening the exhaust valve of the engine at a point near the bottom dead center in the suction stroke. The area of the nozzle of the turbine of turbo-charger is controllable by a rotor-type mechanism (69). A passage formed in the rotary-type mechanism opens to the downstream side of this mechanism. The passage is communicated with the inlet pipe of the engine through a passage (42a).

Turbo-charged compression ignition engine operable at small compression

A turbocharged internal combustion engine in which a substantially constant output power is provided over a wide range of engine speeds. A turbocharger is utilized which provides its maximum output at an intermediate engine speed. A rotary valve is provided in the intake manifold passages for each of the cylinders of the engine. The valve is rotated at half the speed of the crankshaft with the phase of the valve controlled in accordance with a predetermined engine parameter such as the intake manifold pressure, the exhaust manifold pressure, or the speed of rotation of the engine.

Growing community of inventors

Kawasaki, Japan

Hiroshi Kanesaka