Other

Nippon Soken, Inc.

Denso Corporation

Toyota Jidosha Kabushiki Kaisha

Anden Co., Ltd.

Masaki Takeyama

Naoya Kato

Kouichi Oda

Yoshinori Inuzuka

Takashi Nishimoto

Tohru Yoshinaga

Hideaki Itakura

Takanobu Kawano

Minoru Honda

Noriyasu Amano

Takashi Ito

Masahiro Takigawa

Yusuke Hongo

Hiroshi Nagura

Mamoru Yoshioka

Toshihiko Igashira

Tokio Kohama

Makoto Nakamura

Yoshihiko Hyodo

Rentaro Kuroki

Kenji Kanehara

Yasushi Kusaka

Hiroshi Yorita

Nobuhiko Koyama

Kimitoshi Tsuji

Toru Yoshinaga

Kenji Kataoka

Takehiko Kato

Tomoki Fujino

Minoru Kato

Masatoshi Ikeda

Taiyo Kawai

Akira Ii

Toshio Imamura

Katsuyuki Tanaka

Yoshihiro Nakase

Toyoaki Kurita

Yuji Mochizuki

Katsuhiko Aoyama

Yoichi Sugiura

Jun Osaka

Kohei Motoo

Tokio Oi

Wakichi Kondoh

Takamasa Itou

Yoshiho Uchiyama

Kengo Furukawa

An exhaust emission control apparatus is provided with a supply device, a catalyst, and a gas pressure reduction part. The supply device supplies a reducing agent to an exhaust passage. The catalyst purifies an exhaust gas by the use of the reducing agent. The gas pressure reduction part can make a gas pressure near the supply port lower than the gas pressure on the inside of a supply device body. A NOx catalyst adsorbs nitrogen oxide contained in the exhaust. NOx adsorbed by the NOx catalyst is desorbed from the NOx catalyst when the exhaust gas is purified. An ECU estimates an adsorption amount of NOx. Then, the ECU estimates a desorption amount of NOx desorbed from the NOx catalyst on the basis of the estimated adsorption amount of NOx.

Exhaust emission control system and purification control device

A fuel injector which injects a gaseous fuel includes a nozzle and a housing. The nozzle has an outlet which injects the gaseous fuel at a flow rate greater than or equal to a predetermined rate. The housing has a mixing chamber which communicates with the outlet. The housing further has an air introducing passage which introduces an outer air into the mixing chamber and an injection hole which injects an air-mixed fuel formed by mixing the gaseous fuel with the outer air. Thus, a mixing of the gaseous fuel and the outer air can be improved, and the gaseous fuel can be efficiently combusted.

Fuel injector

A combustion system includes a reformer reforming a fuel on a catalyst to increase a combustion energy generated by the fuel per unit quantity of the fuel. The system includes an injection unit injecting a reformed fuel and a non-reformed fuel in such a manner that the reformed fuel is annularly distributed along an inner circumferential wall of a cylinder and the non-reformed fuel is distributed inside of the annularly distributed reformed fuel. The reformed fuel and the non-reformed fuel are combusted in a combustion chamber of the internal combustion engine at a substantially same time. The reformed fuel is annularly distributed along an inner circumferential wall of an internal combustion engine. The non-reformed fuel is distributed in a center portion of the annularly distributed reformed fuel. The non-reformed fuel is compressed self-ignited to be combusted and the reformed fuel is ignited by a combustion of the non-reformed fuel.

Combustion system

An electromagnetic relay includes a case, a base, a magnet coil, a movable member driven by electromagnetic force of the coil, a moving contact, a fixed contact engaged with or disengaged from the moving contact, a fixed contact holding member fixed to the base with the holding member passing therethrough and having a load circuit terminal, and a magnet applying Lorentz force to arc generated between the fixed contact and the moving contact. The case includes a guide part on its region with which arc extended in a Lorentz force application direction collides. The guide part guides arc after the collision to extend arc in a different direction from the application direction. The case includes a case partition wall between the guide part and the base. The holding member has a guide part opposing portion opposed to the guide part. The opposing portion is covered with the case partition wall.

Electromagnetic relay

An electromagnetic relay includes a housing having an accommodating space therein, a magnet coil in the accommodating space to generate electromagnetic force when energized, a moving contact disposed in the accommodating space and driven by the coil, a fixed contact in the accommodating space, the moving contact engaged with or disengaged from the fixed contact as a result of whether the moving contact is driven or not, a breathing hole formed in the housing to communicate between the accommodating space and an exterior space of the housing, and a flame propagation route along which a flame of flammable gas ignited by arc generated between the moving contact and the fixed contact propagates toward the breathing hole. The route includes a flame extinguishment clearance that is set to have such a gap size that the flame is extinguished when passing through the clearance.

The present invention has an object of providing a technology capable of stopping and starting an internal combustion engine more preferably by restraining vibrations when the internal combustion engine stops and a scatter in crank angle when the internal combustion engine stops. For a period till an actual stop of the internal combustion engine since a stopping condition of the internal combustion engine was established, an air quantity of air flowing into a cylinder of the internal combustion engine is decreased when a number of revolutions of the engine is higher than a specified number of revolutions (S) and is increased when the number of revolutions of the engine is equal to or lower than the specified number of revolutions (S).

Control device and control method for stopping and starting an internal combustion engine

There is provided a start control apparatus for an internal combustion engine () which starts the engine with injecting fuel to each cylinder () of the internal combustion engine in an intake stroke. The apparatus comprises a stop position distinction device () which distinguishes a piston position at a time of a stop of the internal combustion engine, and a fuel injection amount control device () which specifies a cylinder in which a piston stops in the intake stroke based on a distinction result of the stop position distinction device and which increases a fuel injection amount at starting for the specified cylinder more than a fuel injection amount for other cylinders.

Start control apparatus for internal combustion engine

A shut off valve is provided in an intake line farther upstream than a throttle valve of the intake passage and farther downstream than an air cleaner. This shut off valve is opened by a signal or the like from an ECU when an engine is operating. Further, the shut off valve closes when the engine is stopped so as to suppress evaporative fuel inside the intake passage from flowing outside through the air cleaner. The evaporative fuel trapped inside the intake passage passes through a bypass passage that provides communication between the intake passage and the canister, and is then adsorbed with an adsorbent in the canister. A blow-by passage is also connected to the intake passage that is closed off by the shut off valve. Because the blow-by passage is closed off by a blow-by valve, which is closed during normal operation when the engine is stopped, sticking of the shut off valve and the throttle valve and the like due to the inflow of blow-by gas into the intake passage is inhibited.

Evaporation fuel processing unit

A throttle valve is opened after stopping an engine to prevent the valve from sticking. Then, when a temperature of the valve has become lower than the polymerization temperature, the valve is closed to seal the vapor of the HCs in a surge tank downstream. Changes in the temperature of the valve are, for example, estimated based on a temperature of an intake air detected by an intake temperature sensor.

Hydrocarbons emission preventive apparatus in intake system for internal combustion engine and method thereof

An intake device for an internal combustion engine has: a first intake pipe which is connected to the engine so as to conduct an intake air to the engine, and which has an opening portion that is provided in an upstream-side lower portion of the first intake pipe located at an upstream side in a flowing direction of the intake air; and a second intake pipe which has a downstream-side end portion that faces an upstream-side end portion of the first intake pipe, with a gap formed therebetween, and which conducts the intake air to the first intake pipe. An unburned gas reflux passage is provided for conducting an unburned gas from the engine to the first intake pipe. A container surrounds the gap and the opening so as to receive the unburned gas flowing from the opening portion. Thus, it becomes possible to prevent release of unburned gas into the atmosphere by performing a simple process on a conventional structure.

Intake device for internal combustion engine

An HC adsorbing sheet inside an air cleaner is disposed such that a large amount of activated carbon is contained on the side of an engine and that a small amount of activated carbon is contained on the other side of the engine. Thus, the HC adsorbing sheet can efficiently adsorb evaporative fuel. That is, by changing the amount of activated carbon contained in accordance with differences in concentration of evaporative fuel, it becomes possible to prevent the pressure loss in an intake system from increasing. On the other hand, one end of a second intake pipe extends to a region where the amount of activated carbon contained in the HC adsorbing sheet is large, whereby it becomes possible to concentratively supply activated carbon with intake air in the region where the large amount of activated carbon is contained. Therefore, the efficiency in purging evaporative fuel can be prevented from declining.

Evaporative fuel adsorbing member and air cleaner

An absorbent, such as, for example, an active carbon, is provided in an intake air passage, for example, in an air cleaner, to efficiently adsorb fuel vapor. To ensure that fuel vapor adsorbed into the intake air passage can be efficiently desorbed even when there is only a small amount of the intake air, an intake throttle valve is provided upstream of the adsorbent and an opening of the intake throttle valve is throttled so as to decompress an area near the adsorbent. Desorption of fuel vapor also can be efficiently promoted by using a heater to directly heat the adsorbent in the intake air passage or by heating the intake air to indirectly heat the adsorbent.

Fuel vapor adsorption device of internal combustion engine and method of desorbing fuel vapor from fuel vapor adsorbent

A fuel vapor handling apparatus supplies a purging air to a canister by using a purge pump and purges fuel desorbed from the canister into an intake pipe. A controller intermittently operates the purge so that the canister internal temperature recovers from a reduced level caused by the latent heat of vaporization of fuel during an operating period of the purge pump. Therefore, desorption of fuel from the canister during an operating period is facilitated. Since the actual operating time of the purge pump is reduced, the life of a motor that is a power unit of the purge pump becomes longer.

Fuel vapor handling apparatus and diagnostic apparatus thereof

A sheet-like adsorption filter formed by sandwiching particulate activated carbon with heat-resistant nets and non-woven fabric sheets that have a percentage of void of 90% or higher, is disposed at an internal combustion engine side of a filter element.

Internal combustion engine air cleaner and adsorption filter

A fuel adsorption layer formed in a canister is partitioned into an upper adsorption layer and a lower adsorption layer by a partition plate in which a heater is embedded. The relation between a heating value of the heater and thickness X of the upper and lower adsorption layers is set so that the temperature of a part closest to the heater heating face of the fuel adsorption layer is lower than a fire point of the fuel, and the temperature of a part farthest from the heater heating face is higher than the boiling point of the fuel. With the configuration, by heating the fuel adsorption layer by the heater, the desorption performance of activated carbon is improved, and almost all of the fuel vapors adsorbed can be desorbed.

Fuel vapor control apparatus

Growing community of inventors

Okazaki, Japan

Masaki Takeyama