Toyota Jidosha Kabushiki Kaisha

Kyodo Yushi Co., Ltd.

Ntn Corporation

Denso Corporation

Yokohama National University

Shinya Kondo

Masahiro Kachi

Shinichi Takabe

Koji Aso

Yasuyuki Takama

Mitsuhiro Kakizaki

Yusuke Kawamura

Takaaki Shibata

Daigo Ando

Hiroshi Kimura

Takahiro Nishigaki

Shin Tomogami

Jun Aoki

Kaoru Ohtsuka

Yasuhiro Oi

Junichi Imai

Shinsuke Kiyomiya

Ken Nakano

Takashi Okaniwa

Hiroyasu Koyama

Tetsuji Nagata

Takeshi Genko

Yuji Onuki

Koji Umezawa

Makoto Hayama

Fumio Ueda

Toru Yaeo

Hironori Kitadani

Kenji Ueno

Toshihiko Shiraishi

Kazuhiro Akisada

Shin Morishita

Hitoshi Ishii

Chisa Watanabe

Ko Hatakeyama

Tatsuro Nakata

Akira Taniguchi

Kazuyoshi Tashiro

Satoshi Kawai

Daigo Nagumo

Ryosuke Tsukamoto

Koji Maesaka

Tetsuo Ogawa

The invention provides a magneto-rheological grease composition which contains (a) a base oil including at least 30% by mass of an ether type synthetic oil; (b) an aliphatic diurea thickener; and (c) magnetic particles in an amount of 45 to 95% by mass based on the total mass of the composition. The magneto-rheological grease composition can show superior thermal stability, dispersion stability and magneto-rheological properties.

Magneto-rheological grease composition

An engine system includes an engine that, a fuel supply device, and an electronic control unit. The electronic control unit is configured to control the fuel supply device and to perform operation control of the engine by adjusting an injection ratio between fuel injection from an in-cylinder injection valve and a port injection valve according to the operation state of the engine. The electronic control unit is configured to perform imbalance determination. The electronic control unit is configured to change a region of fuel injection from a first fuel injection region to a second fuel injection region when the electronic control unit determines that a lean imbalance is occurred with respect to the fuel injection in which the fuel injection from the port injection valve is performed.

Engine system and control method for engine system

An internal combustion engine control apparatus includes a secondary air supply device having a secondary air supply passage that supplies secondary air pumped by an air pump into an exhaust system of an internal combustion engine and an opening/closing unit that opens and closes the secondary air supply passage. A controller provided in the internal combustion engine control apparatus sets the opening/closing unit in an open condition such that the secondary air is supplied to the secondary air supply passage, and then executes foreign matter removal control in which the opening/closing unit is opened and closed. As a result, foreign matter caught in an ASV during AI control is removed immediately. By implementing OBD after removing the foreign matter, detection of an open sticking abnormality caused by foreign matter caught in the ASV is suppressed.

Internal combustion engine control apparatus and internal combustion engine control method

A catalyst protection device includes: a catalyst provided in an exhaust system of an internal combustion engine and purifying exhaust gas; a bed temperature acquisition unit acquiring a current bed temperature of the catalyst; a base increase value calculation unit calculating a base increase value that is a base value of an increase value of a fuel injection amount injected by a fuel injection valve included in the internal combustion engine in order to cool the catalyst when the current bed temperature exceeds a predetermined determination value; a compensator acquiring a corrected increase value by correcting the base increase value using a reduction coefficient that is calculated by incorporating a value of a target bed temperature set to a value strictly lower than the determination value; and an injection amount increasing unit selecting any one of the base increase value and the corrected increase value. When catalyst protection is required, the fuel increase value is therefore optimized to reasonable values, while not being reduced too much.

Catalyst protection device and catalyst protection method for internal combustion engine

A secondary air supply device for an internal combustion engine, the secondary air supply device includes a secondary air supply passage, an air pump, a control valve, a pressure sensor and an electronic control unit. The electronic control unit is configured to: (a) when the control valve is opened so that the secondary air supply passage is opened and the air pump is driven, control the air pump to maintain driving of the air pump and control the control valve to close so as to close the secondary air supply passage; (b) calculate a differential pressure between a maximum pressure and a convergence pressure of the pressures within the secondary air supply passage since just after the secondary air supply passage is closed; and (c) calculate a flow amount of secondary air supplied from the secondary air supply passage supplied to the exhaust gas passage based on the differential pressure.

Secondary air supply device for internal combustion engine

A catalyst protection device includes: a catalyst provided in an exhaust system of an internal combustion engine; a bed temperature acquisition unit that acquires a bed temperature for each of a plurality of regions of the catalyst distributed in an exhaust gas flow direction; and a fuel injection unit that determines for each of the regions whether an increase in fuel injection amount is required on the basis of the corresponding bed temperature acquired by the bed temperature acquisition unit, that calculates an increase in fuel injection amount for each region and that injects fuel of an amount including the sum of the calculated increase values.

In an internal combustion engine that includes a first secondary air supply unit having a first air pump and a first air switching valve and a second secondary air supply unit having a second air pump and a second air switching valve, a time difference is provided between the operation start timing of the first air pump and the operation start timing of the second air pump, and the open timing of the first air switching valve and the open timing of the second air switching valve are set so as to be simultaneous with each other.

Secondary air supply system and secondary air supply method for internal combustion engine

A secondary air supply system includes an electric air pump that supplies secondary air to a location upstream of an exhaust gas purification catalyst arranged in an exhaust passage; a control valve that opens/closes a secondary air supply passage; a pressure detector that detects a pressure between the pump and the control valve; and a control unit that detects a first pressure in a first operating state where the control valve is closed, and detects a second pressure in a second operating state where the control valve is open, using the pressure detector. The control unit corrects at least one of the first and second pressures based on a first driving voltage for the pump in the first operating state and a second driving voltage in the second operating state, and estimates a secondary air flow rate based on the first and second pressures after correction.

Secondary air supply system for internal combustion engine

A catalyst temperature estimating device that estimates the temperature of an upstream end of a catalyst for purifying exhaust gas of an internal combustion engine in an exhaust gas flow direction by executing a smoothing process for upstream end temperature estimation; the temperature of a downstream end of the catalyst in the exhaust gas flow direction by executing either a downstream end temperature estimation process using the estimated upstream end temperature with a smoothing process for downstream end temperature estimation; and calculates a smoothing coefficient for the estimated downstream end temperature used to smooth the estimated downstream end temperature based on the operation state of the internal combustion engine.

Catalyst temperature estimating device and catalyst temperature estimating method

A catalyst overheat prevention apparatus has a temperature obtaining portion that estimates a convergence temperature of a catalyst provided in the exhaust system of an internal combustion engine and the present temperature of the catalyst. The catalyst overheat prevention apparatus also has a fuel increment calculation portion, a comparison portion, a correction portion, and a fuel increment setting portion, which are used to execute OT fuel increase control when the convergence temperature and present catalyst temperature obtained by the temperature obtaining portion are equal to or higher than an OT determination temperature. The catalyst overheat prevention apparatus also has a present temperature correction portion that corrects the present catalyst temperature to be equal to the OT determination temperature when the present catalyst temperature is equal to or higher than the OT determination temperature and the convergence temperature is equal to the OT determination temperature.

Catalyst overheat prevention apparatus

A fuel injection control apparatus of the invention includes: a temperature acquisition portion that estimates the present temperature of a catalyst and the convergence temperature of the catalyst; an increase value calculation portion that calculates a base OT increase value that is an increase value for the fuel injection amount that a fuel injection valve provided in an internal combustion engine needs to inject, on the basis of the present temperature and the convergence temperature of the catalyst estimated by the temperature acquisition portion; a correction portion that calculates an OT increase correction-reflected value by correcting the base OT increase value on the basis of the present temperature and the convergence temperature if the present temperature is lower than the convergence temperature; and an increase value determination portion that selects one of the base OT increase value and the OT increase correction-reflected value as the OT increase value for the fuel injection amount that the fuel injection valve needs to inject, on the basis of the base OT increase value and the OT increase correction-reflected value.

Fuel injection control apparatus

The invention provides a grease composition for constant velocity joint containing the components (a) to (g) below and a constant velocity joint containing said composition. (a) a diurea thickening agent having the following formula (1):RNH&#x2014;CO&#x2014;NH&#x2014;CH--CH&#x2014;CH--NH&#x2014;CO&#x2014;NHR&#x2003;&#x2003;(1)wherein Rand Rmay be the same or different and represent C-Calkyl groups, (b) an ester synthetic oil, (c) a mineral oil and/or a synthetic hydrocarbon oil, (d) a molybdenum dialkyldithiocarbamate, (e) molybdenum disulfide, (f) a polytetrafluoroethylene, and (g) a zinc dithiophosphate compound. The grease composition of the invention reduces variations in rotational resistance of the constant velocity joint at a low temperature.

Grease composition for constant velocity joint and constant velocity joint

A grease composition for constant-velocity joints which is inexpensive and which and which has an improved anti-flaking property without using materials which have environmental burdens, and a constant-velocity joint enclosing this grease are provided. A grease composition for constant-velocity joints comprising: (a) a base oil, (b) a diurea thickener, (c) a zinc dialkyldithiophosphate, (d) a sulfurized molybdenum dialkyldithiocarbamate, (e) a zinc dialkyldithiocarbamate, and (f) a sulfur-nitrogen extreme pressure additive is provided.

Grease composition for constant-velocity joints and constant-velocity joint enclosing the same

The present invention provides a grease composition for use in a constant velocity joint, which is excellent in the resistance to flaking. The grease composition comprises the following components (a) to (d): (a) a base oil; (b) a thickener; (c) an organic molybdenum compound; and (d) at least one compound selected from the group consisting of oxides of divalent typical metals having a Mohs hardness lower than that of the steel and compounds of the foregoing divalent typical metals, which can immediately be converted into the corresponding oxides of these metals having a Mohs hardness lower than that of the steel under the boundary lubrication conditions. In particular, the present invention relates to a grease composition for use in a constant velocity joint, wherein the component (d) is zinc oxide or zinc carbonate and wherein the component (c) is molybdenum dithiocarbamate.

Grease composition for use in constant velocity joint and constant velocity joint

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Gotemba, Japan

Shinya Kondo