Denso Corporation

Toyota Jidosha Kabushiki Kaisha

Other

Denson Corporation

Osamu Sato

Yoshihito Moriya

Kiyoshi Sugimoto

Noriyuki Iden

Akira Hori

Jouji Yamaguchi

Motohiro Okada

Masayasu Ushida

Masaomi Inoue

Shinitiro Kikuoka

Jun Yamada

Kenji Kanehara

Tetsuji Yamanaka

Ryo Sano

Takeshi Nanami

Akihiko Takenaka

Hiroki Shimada

Yasushi Morii

Masao Ino

Michio Adachi

Naoaki Kouno

Toshinori Okita

Taei Sugiura

Shinichiro Kikuoka

Takashi Yamaguchi

Toshiki Fujiyoshi

Tadao Hasegawa

Satoshi Ishigaki

Etsugou Yanagida

Yoshiaki Yamamoto

Hitoshi Yuasa

Shuji Mizutani

Masatoshi Fukamachi

Tomomasa Oonishi

Toshinori Doi

Masahiro Shibagaki

Nobuhiko Sugie

A rotation driving device includes a motor provided in a housing, a planetary gear reducer connected to the motor coaxially with the motor, an output shaft connected to an end reduction member of the planetary gear reducer coaxially with the end reduction member, and a rotation detector located at the same position as the end reduction member in an axial direction of the planetary gear reducer and located at a different position from a center axis of the end reduction member in a radial direction of the planetary gear reducer, the rotation detector being capable of detecting a degree of rotation of the end reduction member. Accordingly, the rotation driving device can be made to be smaller and compact in the axial direction.

Rotation driving device

A turbocharger device includes a turbine and a compressor coaxially connected to each other. The turbine is equipped to an exhaust system of an engine. The compressor is equipped to an intake air system of the engine. An EGR device recirculates a part of exhaust gas as EGR gas from a downstream of the turbine to an upstream of the compressor. The EGR device includes an EGR cooler, which is to cool EGR gas, and an EGR valve unit, which is to control a flow of EGR gas according to an opening of an EGR valve. The EGR cooler, the EGR valve unit, and the turbocharger device are screwed to a common bracket and are positioned relative to each other.

Intake and exhaust system for internal combustion engine

In an exhaust system for an internal combustion engine, an output member is configured to transmit power generated by a motor to a valving element via a valve stem. An output shaft is disposed on a rotation central axis of an output gear and coupled with the output gear to be rotatable integrally therewith. A follower is disposed eccentrically relative to a rotation central axis of the output shaft and connected to the output shaft to be rotatable integrally therewith. A first accommodating chamber accommodates at least the valve stem and the follower. A second accommodating chamber accommodates at least the motor and the output gear. A housing includes a housing wall that divides the first chamber from the second chamber. The housing wall includes a first bearing slidably supporting the output shaft in its rotation direction, and a cylindrical first bearing holder holding outer periphery of the first bearing.

Exhaust system for internal combustion engine

In a braking force control apparatus which controls a braking force applied to a vehicle based on a relation thereof with an obstacle ahead of the vehicle, irrespective of a braking operation of a driver, a lateral force is predicted which can be generated in cases where avoidance steering is carried out by the driver, in order to avoid an obstacle which has been detected, and an actual braking force actually applied to a longitudinal direction of the vehicle is limited in accordance with a braking force which can be applied in the longitudinal direction of the vehicle and which is calculated based on the lateral force thus predicted. According to this, in the braking force control apparatus which controls the braking force of the vehicle, the lateral force for avoiding a collision with the obstacle by means of steering is obtained.

Braking force control apparatus for a vehicle

An air intake device includes a cooler and a surge tank accommodating the cooler. The air intake device is to be connected to a cylinder head of an engine. The cylinder head includes an intake port that accommodates an intake valve. The cooler has a refrigerant passage through which refrigerant flows and an air passage through which intake air flows. The surge tank has a connector connected to the cylinder head. The cooler has a protrusion protruding from the connector toward the intake valve.

Air intake device

A turbocharger of a supercharging apparatus includes a turbine impeller, which is rotatable by exhaust gas discharged from an internal combustion engine of a vehicle. An electric heater is placed in an exhaust passage, which extends from an exhaust outlet of the internal combustion engine to the turbine impeller. The electric heater generates a heat when the electric heater is energized.

Supercharging apparatus for vehicle

A flow rate control valve and a waste-gate valve are operatively linked to a common cam plate, which is driven by an actuator. The cam plate has a first driving portion for rotating the flow rate control valve in a synchronized manner with rotation of the cam plate. The cam plate has a second driving portion for rotating the waste-gate valve in accordance with the rotation of the cam plate, wherein an operational pattern for the waste-gate valve is different from that for the flow rate control valve. As above, two valves are operated by one actuator so as to move independently from each other.

Exhaust gas control apparatus for engine

A valve timing adjusting apparatus includes a housing, a vane rotor, and a fluid path arrangement. The fluid path arrangement is provided inside the housing. The fluid path arrangement opens to air outside the housing. The fluid path arrangement is communicated with a specific fluid chamber that is one of an advance fluid chamber and a retard fluid chamber defined within the housing. A rotational phase of the vane rotor relative to the housing is changed in one of advance and retard directions when hydraulic oil is introduced into the specific fluid chamber. The valve timing adjusting apparatus controls the fluid path arrangement to be opened and closed.

Valve timing adjusting apparatus

A valve timing control apparatus for controlling valve timing includes a first rotor, a second rotor, and a controller. The second rotor and the first rotor defines therebetween an advance chamber and a retard chamber. The controller includes a supply passage, at least one drain passage, a spool valve, at least one connection passage, and at least one check valve. The at least one connection passage connects the supply passage to the at least one drain passage when a spool of the spool valve is moved to one of the advance and retard positions. The at least one check valve is respectively provided in the at least one connection passage. The check valve allows working fluid to flow in a direction from the at least one drain passage toward the supply passage and limits working fluid from flowing in an opposite direction.

Valve timing control apparatus

A magnetic pump having an internal magnet that is caused to rotate from outside its housing in order to cause rotation of the impeller. In a magnetic coupling structure in which an inner magnet disposed on an impeller is accommodated in a cylindrical accommodating portion of the housing, the outer circumferential surface of this accommodating portion is loosely inserted into the inner circumferential surface of a cylindrical outer magnet which is supported on its outer circumferential surface by a magnet cup body, and which rotates together with this magnet cup body, and the impeller rotates in accordance with the rotation of the outer magnet, and a cylindrical covering member which covers the inner circumferential surface of the abovementioned outer magnet is mounted on the outer magnet.

Magnetic pump

It is an object to provide a continuously variable valve timing adjusting device to improve valve timing advance response for an internal combustion engine. The device, capable of continuously and variably controlling the intake valve timing phase, includes: an advance chamber which hydraulically rotates a vane rotor and a camshaft on the advance side relative to the timing rotor; a retard chamber for rotating the camshaft on the retard side relative to the timing rotor; an advance-retard oil pressure control valve; an oil communicating passage for fluid communication between the advance chamber and the retard chamber; a hydraulic piston, flow control valve which controls the oil in the communicating passage according to the retard chamber pressure when the engine is running at a low speed and a high oil temperature; and a ball valve check valve which checks the oil flow from the advance chamber to the retard chamber.

Valve timing adjusting device for internal combustion engine

A variable valve timing control apparatus is constructed so as to supply hydraulic pressure to an unlocking chamber for unlocking a lock pin only from a retarding chamber. In cranking an engine, a hydraulic pressure control valve is controlled so as to supply the hydraulic pressure only to an advancing chamber and so as not to apply the hydraulic pressure to the unlocking chamber. Thereby, the lock pin is prevented from being unlocked in cranking the engine in advance. After that, control current of a solenoid of the hydraulic pressure control valve is switched to hold current for holding the position of the camshaft phase at the point of time when a time necessary for enabling to supply the hydraulic pressure sufficient to control the camshaft phase from the completion of cranking to supply the hydraulic pressure equally to the both advancing and retarding chambers. Thereby, the hydraulic pressure is supplied also to the unlocking chamber from the retarding chamber and the lock pin is unlocked.

Variable valve timing control apparatus and method for engines

A seal plate partitions a sectorial space which houses a vane and a circumferential groove which houses a torsion spring, so that the sectorial space is formed to prevent the communication between an advance angle pressure chamber and a retard angle pressure chamber regardless of the space of the circumferential groove. As a result, by setting the inner diameter of the vane smaller than the outer diameter of the torsion spring, the outer diameter of the vane can be made relatively small without lowering the engine performance. Therefore, it is possible to reduce the actuator in size without lowering the engine performance, to reduce the weight of a valve timing adjusting device and to obtain a mounting space easily for mounting the valve timing adjusting device on the engine.

Valve timing adjusting device

Either of intake and exhaust valves of an internal combustion engine is provided with a variable valve timing device. In a low-speed, low-load range, exhaust valve advanced-closing control is performed to close the exhaust valve at an earlier timing than the top dead center on the intake stroke, thereby trapping residual combustion gases in the cylinder. Furthermore, the cylinder temperature is raised by setting the intake valve opening timing at around the top dead center on the intake stroke or at a later timing thereof to thereby compress by the piston the residual gases in the cylinder during a period from closing the exhaust valve till the top dead center on the intake stroke. Thus it becomes possible to take in the air-fuel mixture into the cylinder at a higher cylinder temperature than the gas temperature of internal EGR caused by conventional valve overlap.

Variable valve timing control device for internal combustion engine

A stopper piston is fitted into a fitting hole when a vane rotor is located at an approximately intermediate position between a most retard position and a most advance position with respect to a shoe housing. When the stopper piston is fitted into the fitting hole, a relative rotation of the vane rotor with respect to the shoe housing is restrained. When the stopper piston rotates to an advance side with respect to the shoe housing over the intermediate position at which the stopper piston is fitted into the fitting hole, a damper chamber communicates with an advance oil pressure chamber through a through hole, an oil passage and a recess space. When the vane rotor rotates to a retard side including the intermediate position, the damper chamber is sealed hermetically, and therefore the moving speed of the stopper piston toward the fitting hole decreases.

Growing community of inventors

Takahama, Japan

Osamu Sato