Toyota Jidosha Kabushiki Kaisha

Nippondenso Co., Ltd.

Manabu Tateno

Shuichi Ezaki

Toshiaki Asada

Naoto Hisaminato

Eiichi Kamiyama

Masaaki Katayama

Satoshi Komori

Daisaku Sawada

Akira Yamashita

Takeshi Okumura

Hideyuki Nishida

Hiroshi Yaguchi

Akio Kidooka

Akio Kawaguchi

Yoshifumi Wakisaka

Hideo Yamashita

Hiroki Iguma

Kazuyasu Iwata

Eishi Ohno

Toshiyuki Maehara

Takahiro Kushibe

Yuichi Takano

Naotaka Shirabe

Satosi Komori

A heat-shielding film structure comprises a first and a second heat-shielding film. The first heat-shielding film is a heat-shielding film formed on a surface of a component that is formed from an Al alloy with an Al purity of less than 99.0% as a base material. The second heat-shielding film is a heat-shielding film formed on the surface of the first heat-shielding film. The second heat-shielding film is obtained by anodizing treatment of Al foil with an Al purity equal to or larger than 99.0%. The first heat-shielding film has a porous structure. The second heat-shielding film has a porous alumina on its surface. The first heat-shielding film and the porous alumina have a lower heat conductivity and a lower heat capacity per unit volume than the base material.

Heat-shielding film structure

An internal combustion engine includes: intake and exhaust ports; an intake valve including an intake valve shaft and an intake valve head; and an exhaust valve including an exhaust valve shaft and an exhaust valve head. The surface of the intake valve includes an intake-valve-head front surface exposed in a combustion chamber when the intake valve is closed and an intake-valve-head back surface exposed in the intake port when the intake valve is closed. The surface of the exhaust valve includes an exhaust-valve-head front surface exposed in the combustion chamber when the exhaust valve is closed and an exhaust-valve-head back surface exposed in the exhaust port when the exhaust valve is closed. The arithmetic mean roughness of the whole exhaust-valve-head back surface is greater than the arithmetic mean roughness of each of the whole intake-valve-head front surface, the whole intake-valve-head back surface and the whole exhaust-valve-head front surface.

Internal combustion engine

A decompression pin is inserted into a swing range of an end portion of a rocker arm, on a side which is supported by a lash adjuster, when the rocker arm has been inclined toward a direction in which a valve is opened. The decompression pin comes into contact with the end portion of the rocker arm when the rocker arm is inclined toward a direction in which the valve is closed, and thereby restricts the rocker arm from returning to a position at which the valve is completely closed, and the valve becomes in a slightly opened state even in a compression stroke.

Decompression device for internal combustion engine

A waste heat recovery apparatus includes an evaporator, an expander, a condenser, a liquid-phase refrigerant supply device, and a control device. The control device is configured to control the liquid-phase refrigerant supply device so as to bring the supply of the liquid-phase refrigerant by the liquid-phase refrigerant supply device into a stopped state at least until an amount of the liquid-phase refrigerant stored in the evaporator becomes equal to or lower than a predetermined low refrigerant amount, during operation of the internal combustion engine.

Waste heat recovery apparatus and method for controlling waste heat recovery apparatus

A waste heat recovery system includes an evaporator that evaporates a coolant in a liquid phase by using waste heat from an internal combustion engine, a turbine that rotates by receiving the coolant in a gas phase having passed through the evaporator, a condenser that condenses the coolant in the gas phase having passed through the turbine into the coolant in the liquid phase, and a pump that supplies the coolant in the liquid phase fed from the condenser to the evaporator. The waste heat recovery system further includes a coupling mechanism that constantly couples a rotating shaft of the turbine to a crankshaft of the internal combustion engine, and the crankshaft is directly coupled to a vehicle transmission.

Waste heat recovery system

A thermal insulation film is formed on a bottom surface of a cylinder head facing a top surface of a piston. The thermal insulation film in a region (a circumferential region) of a bottom surface of the cylinder head configuring a squish area in a circumferential edge of a cavity region is formed to be thinner than the thermal insulation film in a region (a cavity region) of the bottom surface of the cylinder head facing a cavity. The thermal insulation film in the circumferential region is polished, and surface roughness thereof is equal to or lower than 3 &#x3bc;m. The thermal insulation film in the cavity region is not polished, and surface roughness thereof is 3 to 8 &#x3bc;m on average.

A Rankine cycle system includes a boiler configured to apply waste heat to refrigerant circulating in an internal-combustion engine to vaporize the refrigerant; a gas-liquid separator configured to separate gas-liquid two-phase refrigerant, sent from the boiler, into gas phase fluid and liquid phase fluid; a superheater configured to superheat the gas phase fluid, sent from the gas-liquid separator, through heat exchange with exhaust gas of the internal-combustion engine; an expander configured to expand the gas phase fluid, passing through the superheater, to recover thermal energy, and a condenser configured to condense the gas phase fluid, passing through the expander, to return the gas phase fluid to liquid phase fluid. The gas-liquid separator is connected to the internal combustion engine via a refrigerant pipe. The internal combustion engine is fixed onto an engine mount of a vehicle. The gas-liquid separator is fixed to the internal combustion engine via a bracket.

Rankine cycle system for vehicle

A Rankine cycle system includes a boiler configured to apply waste heat to refrigerant circulating in an internal-combustion engine to vaporize the refrigerant; a gas-liquid separator configured to separate gas-liquid two-phase refrigerant, sent from the boiler, into gas phase fluid and liquid phase fluid; a superheater configured to superheat the gas phase fluid, sent from the gas-liquid separator, through heat exchange with exhaust gas of the internal-combustion engine; an expander configured to expand the gas phase fluid, passing through the superheater, to recover thermal energy, and a condenser configured to condense the gas phase fluid, passing through the expander, to return the gas phase fluid to liquid phase fluid. The gas-liquid separator is fixed to a cylinder head of the internal-combustion engine. It is preferable that the gas-liquid separator is configured to include a bracket, and is fixed to the cylinder head via the bracket.

A second heat-shielding filmproduced by anodizing treatment of both surfaces of pure Al foil with an Al purity equal to or larger than 99.0% is disposed on a surface of a first heat-shielding filmthat is formed by anodizing treatment of a surface of a combustion chamber configuring componentformed from an Al alloy (Al purity of less than 99.0%) as a based material. A heat resistant adhesive is poured from between these heat-shielding films, and the heat resistant adhesive is heated and cured (an intermediate layer). Since the second heat-shielding film has low surface roughness Ra of an average of approximately 1.0 &#x3bc;m even in an unpolished state, polishing or the like for the film with an objective of smoothing after bonding of the second heat-shielding film can be omitted. Further, the heat-shielding film structure with a smoothed surface can be provided.

Method for forming heat-shielding film and heat-shielding film structure

The present invention relates to an internal combustion engine. An object of the invention is to allow an effect produced by an anodic oxide film to be exerted while suppressing a decrease in the combustion rate. A pistonincludes a cavity portionand a tapered portionthat is formed so as to surround the cavity portionon an outer side thereof. The diameter of the tapered portiondecreases progressively in the downward direction from the top face side of the piston. A squish portionis formed on an outer side of the tapered portion. An anodic oxide filmis formed on a surface (tapered face) of the tapered portionand a surface (squish face) of the squish portion. The anodic oxide filmis not formed on the surface (cavity face) of the cavity portion

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 stirling engineA includes: cylindersand; pistonsand, gas lubrication being performed between the corresponding cylindersandand the pistonsand; a crankcasethat is provided with a crankshaftconverting a reciprocating movement of the pistonsandinto a rotational movement; and a coolerthat cools a working fluid performing expansion work, wherein a start timing is adjusted based on an internal humidity of the crankcase

Stirling engine with humidity control

An intake apparatus of an engine includes: a first intake passage supplying fresh air to a cylinder; a second intake passage arranged near the first intake passage, and supplying fresh air to the cylinder; a first intake valve opening and closing the first intake passage at an aperture of the first intake passage; a second intake valve opening and closing the second intake passage at an aperture of the second intake passage. An opening timing of the first intake valve of the intake apparatus advances relative to a top dead center, and a valve lift amount of the first intake valve differs from that of the second intake valve, and there is a period while the valve lift amount of the first intake valve is larger than that of the second intake valve, in an intake stroke.

Intake apparatus of engine

A Stirling engine includes a base member that connects a housing portion with a heater that heats a working fluid using exhaust heat of a main engine, and a support member that supports the Stirling engine at the base member is provided.

Stirling engine and engine system comprising stirling 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.

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Sunto-gun, Japan

Manabu Tateno