Toyota Jidosha Kogyo Kabushiki Kaisha

Nippon Soken, Inc.

Nippondenso Co., Ltd.

Toyota Jidosha Kabushiki Kaisha

Ngk Insulators, Inc.

Nippon Gaishi Kabushiki Kaisha

Masaaki Noguchi

Yukiyasu Tanaka

Taro Tanaka

Masaharu Sumiyoshi

Tsuchio Bunda

Setsuro Sekiya

Isao Igarashi

Katsuhiko Motosugi

Shougo Sanda

Norihiko Nakamura

Takashi Kato

Shigeo Soejima

Masaaki Takizawa

Noboru Yamamoto

Norikatsu Uejima

Nobuhito Hobo

Hideya Fujisawa

Yasuo Kondo

Yoji Kato

Shinichiro Mizusawa

Katuhiko Motosugi

Kashuhiko Motosugi

Masumi Iwai

Yukiyasu Tanaka, Deceased

By Mihoko Miyazaki, Successor

Eiji Toyoda

By Koichiro Tanaka, Successor

A two-stroke cycle gasoline or diesel engine having: at least two two-stroke cycle power cylinder - piston assemblies each having two horizontally opposed pistons, incorporating uniflow scavenging, and operating with a phase difference of 180.degree. relative to each other; at least one double acting scavenging pump cylinder - piston assembly which has two horizontally opposed pistons and is driven by the power cylinder - piston assemblies by way of a pair of mutually synchronized common crankshafts and crank mechanisms which connect the pistons of the power cylinder - piston assemblies and the pump cylinder - piston assembly with the common crankshafts, wherein the crank radius of the common crankshafts with respect to the pump cylinder - piston assembly is substantially smaller than that with respect to the power cylinder - piston assemblies.

Two-stroke cycle engine

A two-stroke cycle gasoline engine, comprising a power cylinder-piston assembly having a scavenging port configuration including a first scavenging port configuration first uncovered by the power piston as it moves along the power cylinder from its top dead center to its bottom dead center and a second scavenging port configuration uncovered by the power piston as it moves from its top dead center to its bottom dead center immediately after said power piston has completed uncovering the first scavenging port configuration, wherein the general rate relative to piston position in the power cylinder of uncovering of the area of the first scavenging port configuration is substantially lower than that of the second scavenging port configuration, so that the idling and low-load performance of the engine is substantially improved by improving scavenging.

Two-stroke cycle gasoline engine

A two-stroke cycle gasoline engine including at least one two-stroke cycle power cylinder-piston assembly incorporating uniflow scavenging and two horizontally opposed pistons and two crankcases to perform crankcase compression, and at least one scavenging pump cylinder-piston assembly of the reciprocating type, wherein the power assembly has main and additional scavenging ports; the pump assembly has a first delivery port which supplies scavenging mixture to one of the crankcases of the power assembly and a second delivery port which supplies scavenging mixture directly to the additional scavenging port, the main scavenging port being supplied with scavenging mixture from the crankcases, wherein the top dead center of the pump assembly is, as viewed in the crank angle diagram, between the bottom dead center and the main scavenging port closing phase point of the power assembly, and wherein a means is provided so as to interrupt the supply of scavenging mixture from the first delivery port of the pump assembly to the one crankcase from a phase point located between the main scavenging port opening phase point and the bottom dead center of the power assembly to at least the top dead center of the pump cylinder-piston assembly.

A method for operating a two-cycle internal combustion engine wherein in the scavenging stroke the air-fuel mixture charged into the cylinder forms a stratum adjacent to a piston and the stratum of the air-fuel mixture is made into contact with the stratum of the residual gases remote from the piston. Alternately, in the scavenging stroke the rich mixture is first charged into the cylinder immediately above the piston and then the lean mixture is charged into the cylinder immediately above the piston so that the strata of the lean and rich mixtures and the residual gases may be formed in the order named from a portion close to the piston within the cylinder. The decomposition of part of the air-fuel mixture or the rich air-fuel mixture is caused by the heat contained in the residual gases so that the chemically activated radicals are produced. In the compression stroke the air-fuel mixture or the rich air-fuel mixture containing these radicals is compressed to the compression ratio of between 4 and 10 and ignited and burned by the radicals mentioned above. The engine may operate with a low compression ratio. The engine may be made light in weight as compared with the diesel engines. The compression combustion is effected. The positive ignition may be ensured and the irregular and uncomfortable noise and vibration may be minimized. In addition, a considerable fuel economy may be attained and the emission of HC may be minimized. The two-cycle internal combustion engines adapted for carrying out the above method are also disclosed.

Two-cycle internal combustion engine

A two-stroke cycle gasoline engine including at least one two-stroke cycle uniflow scavenging power cylinder-piston assembly which has a scavenging port configuration which consists of first, second, and third scavenging port configurations which are successively uncovered by the power piston as it moves from its top dead center to its bottom dead center, wherein the first scavenging port configuration has a substantially smaller opening area than the second or the third scavenging port configuration, and the first and the second scavenging port configurations give substantially stronger swirl to fuel-air mixture discharged therefrom than the third scavenging port configuration, which gives substantially no swirl to fuel-air mixture discharged therefrom, and the first and second port configurations are closed when the engine is operating at relatively low load above idling and below a predetermined delivery ratio, such as 0.4.

In the ignition system of the internal combustion engine, a preignition control circuit is further provided. The preignition control circuit includes a high voltage generator which supplies a high voltage to the spark plug to produce a preignition spark between the electrodes of the spark plug. The preignition spark is timed to appear as the engine nearly concludes its suction stroke so that radicals are produced from the air-fuel mixture around the electrodes thereby to ensure reliable ignition and complete burning of the air-fuel mixture.

Otto-cycle internal combustion engine

A two-stroke cycle gasoline engine including at least one two-stroke cycle power cylinder-piston assembly adopting uniflow scavenging and incorporating two horizontally opposed pistons, and at least one scavenging pump cylinder-piston assembly of the reciprocating type with or without having crankcase compression, wherein the total stroke volume of the scavenging pump means is 1.35 to 1.85 times as large as that of the power cylinder-piston assembly, and the operational phase of the pump cylinder-piston assembly is shifted from that of the power cylinder-piston assembly by an angle of 180.degree. or a little more.

A two-stroke cycle gasoline engine including at least one two-stroke cycle power cylinder - piston assembly incorporating uniflow scavenging and two horizontally opposed pistons, and a scavenging structure which gives zero or a relatively weak swirl to the scavenging mixture ejected into the power cylinder so as to effect stratified scavenging of exhaust gases when the engine is operating at relatively low load and which gives a relatively strong swirl to the scavenging mixture ejected into the power cylinder so as to cause high turbulence in the mixture when the engine is operating at relatively high load.

A two-stroke cycle diesel engine having at least one two-stroke cycle power cylinder-piston assembly incorporating uniflow scavenging and having two horizontally opposed pistons, at least first and second scavenging ports and two crankcases which may perform crankcase compression; a pump assembly including at least one scavenging pump cylinder-piston assembly of the reciprocating type which is separate from and is driven by the power cylinder-piston assembly; a scavenging air introducing device which introduces scavenging air compressed by the pump assembly to the first and the second scavenging ports through first and second passage systems, respectively; and a fume generating device incorporated in the second passage system and supplying fuel mist in an initial part of the air supplied through the second passage system; wherein the fume is supplied as stratified with exhaust gases so as to be heated by the exhaust gases toward decomposition and then the first passage system is interrupted before the pump assembly reaches its top dead center so that thereafter the scavenging air compressed by the pump assembly is all supplied to the second scavenging port thereby generating strong swirl flows in the power cylinder.

Two-stroke cycle diesel engine

A two-stroke cycle gasoline engine including at least one two-stroke cycle power cylinder--piston assembly having two horizontally opposed pistons and incorporating uniflow scavenging, a reciprocating type scavenging pump means including at least one pump cylinder--piston assembly of the reciprocating type driven by the power cylinder--piston assembly in synchronization therewith, wherein the carburetor incorporates, in addition to a normal throttle valve, a control valve which automatically increases its opening as the rotational speed of the engine increases, so that, when it is set to provide its maximum opening at the maximum rotational speed of the engine, it provides gradually reduced opening as the rotational speed of the engine lowers.

A two-stroke cycle diesel engine having: at least one two-stroke cycle power cylinder - piston assembly incorporating uniflow scavenging and having two horizontally opposed pistons, at least first and second scavenging ports and two crankcases which may perform crankcase compression; a pump assembly including at least one scavenging pump cylinder - piston assembly of the reciprocating type which is separate from and is driven by the power cylinder - piston assembly; and a scavenging air introducing device which introduces scavenging air compressed by the pump assembly to the first and the second scavenging ports through first and second passage systems, respectively; wherein the first passage system is interrupted before the pump assembly reaches its top dead center so that thereafter the scavenging air compressed by the pump assembly is all supplied to the second scavenging port which is adapted to generate strong swirl flows in the power cylinder when scavenging air at high pressure is supplied in a large amount.

A metering and distribution device for a fuel injection system of an internal combustion engine includes a housing with a fuel inlet port connected to a fuel pump and a circumferential row of fuel outlet ports respectively connected to fuel injectors for respective engine cylinders. A rotor, rotatably mounted in the housing, is provided with an orifice and rotates in a timed manner with the engine. A control member is telescopically mounted on the rotor and moves axially thereon in accordance with variations in the flow rate of intake air and has a circumferential row of orifices equal to the fuel ports and cylinders. The inner member, whether the rotor or control member, has an axially extending fuel passage connected to the inlet port and the rotor's rotation moves the rotor's orifice into overlapping communication with successive orifices in the control member and thus to fuel outlet ports and respective cylinders. The angle of the rotor's rotation during which communication between the rotor's orifice and each control member orifice lasts is varied in accordance with variations in the flow rate of engine intake air thereby accurately metering fuel charges to respective cylinders. Orifice members of substantially the same flow characteristic are removably mounted in respective fuel outlet ports to provide fixed restriction orifices which have a fuel flow cross-sectional area smaller than the area over which the orifices in the rotor and the control member are communicated, whereby the amount of each fuel charge to the engine is solely dependent upon the duration of the communication between the orifices in the rotor and the control member.

Fuel injection system for an internal combustion engine

A two-cycle engine including first set of passages formed outside a cylinder connecting a first crank case with scavenging ports for feeding air-fuel mixtures from the first crank case to the cylinder, second set of passages formed outside the cylinder connecting a second crank case with the scavenging ports for feeding air-fuel mixtures from the second crank case to the cylinder, and scavenging gas merging chamber cooperative with the first and second sets of passages and located upstream of the scavenging ports for restricting flow of air-fuel mixtures in vicinity of the scavenging ports. First and second pistons are mounted in opposed relation to each other in the cylinder, the first piston opening and closing an exhaust port and the second piston opening and closing the scavenging ports. The scavenging ports are formed substantially tangentially of the cylinder in a plane normal to the latter, so charges of mixtures gently introduced into the cylinder flow along the top of the second piston in vortical form and the mixtures thus introduced and burned gases remaining in the cylinder are arranged in stratified relation. Fuel in the mixtures in the boundary of the two stratified masses is heated by the heat of the burned gases and the heat caused by the compression stroke of the pistons and has its temperature raised producing radicals of C.sub.2, CH, CHO, OOH and H. These radicals provide multitude of sources of ignitiion enabling compression-ignition of the mixtures to be effected.

Two-cycle engine

A catalyst support characterized by having a total pore volume ranging 0.05-0.5 cc/g. an average pore diameter ranging from 0.05-5.mu. and consisting mainly of .alpha.-alumina; and an internal combustion engine exhaust gas purifying catalyst made of said catalyst support carrying a catalytic agent.

Catalyst for purifying exhaust gas from an internal combustion engine

An internal combustion engine has a primary fuel circuit for producing a lean mixture of air and hydrocarbon fuel to be fed into a combustion chamber and a secondary fuel circuit which includes a secondary carburetor for producing a mixture of air and methanol at an air-methanol ratio of less than 2.0. The air-methanol mixture is fed into a reactor vessel having therein a catalyst bed which is heated to facilitate reaction between the components of the air-methanol mixture. By the reaction the air-methanol mixture is converted into a reformed gaseous mixture rich with hydrogen which is then mixed with an air-hydrocarbon fuel mixture to form a composite mixture to be supplied into the combustion chamber. The existence of hydrogen in the composite mixture assures reliable spark-ignition and stable combustion of the composite mixture which is of a very large air-fuel ratio as calculated in terms of air-gasoline ratio, to thereby reduce the emission of harmful components of engine exhaust gas and improve the fuel consumption.

Growing community of inventors

Nagoya, Japan

Masaaki Noguchi