Toyota Jidosha Kabushiki Kaisha

Yamaha Hatsudoki Kabushiki Kaisha

Shizuo Abe

Tatsuo Kobayashi

Masato Kawauchi

Toyokazu Baika

Fumiaki Hattori

Takashi Hashima

Masayoshi Tokoro

Nobuyuki Muramatsu

Makoto Suzuki

Hiroyuki Hokuto

Toshimi Kashiwagura

Hiroya Tanaka

Souichi Matusita

Mutsumi Kanda

Fumikazu Satou

Kiyoshi Nakanishi

Tomihisa Tsuchiya

Yoshihiro Nomura

Sigemitu Iisaka

Kouichi Sasaki

Shinji Ichikawa

Yuichi Suzuki

Masanori Sugiyama

Shinji Sadakane

Makoto Koike

Yoshimasa Watanabe

Souichi Matsushita

Terutoshi Tomoda

Akio Matsunaga

Jun Harada

Takuya Ikoma

Kazuhiro Iwahashi

Akira Yamaguchi

Shinichi Kurosawa

Yasuhito Tsutsumi

Taketoshi Fujikawa

Tetsuya Saeki

Souichi Matushita

Toshimi Kawashiwagura

Matsumi Kanda

Koukichi Fujimori

Masaki Katou

A cruising distance coefficient is set that is smaller than a value of 1 and that becomes smaller as a use index indicating a degree of use of external charging gets smaller, and a cruising distance is calculated by multiplying a fuel quantity by the set cruising distance coefficient and a fuel consumption coefficient. Then, a display cruising distance is calculated by subtracting from the cruising distance a value obtained by subtracting a set-time travel distance Lset, obtained when the cruising distance is calculated, from a travel distance from a travel distance meter, and the calculated display cruising distance is displayed on a display device in front of a driver's seat.

Hybrid vehicle

A dual-injector fuel injection engine includes a cylinder block, a cylinder head, an intake port, an intake manifold, a surge tank, an in-cylinder injector, an intake pipe injector, and first and second delivery pipes. The in-cylinder injector is positioned below the intake port, when seen from an axial direction of a crank shaft, and attached to the cylinder head. The intake pipe injector and the second delivery pipe are supported above the intake port, when seen from the axial direction of the crank shaft, by the intake manifold to be close to the intake port.

Dual-injector fuel injection engine

An engine ECU executes a program including the step of detecting an engine coolant temperature (THW), the step of selecting a map for a warm state as the map for calculating a fuel injection ratio (or a DI ratio) (r) when the engine coolant temperature (THW) is equal to or higher than a temperature threshold value (THW(TH)), the step of selecting a map for a cold state as the map for calculating the fuel injection ratio (or the DI ratio) (r) when the engine coolant temperature (THW) is lower than the temperature threshold value (THW(TH)), and the step of calculating the fuel injection ratio between the in-cylinder injector and the-intake manifold injector (or the DI ratio) (r) based on the engine speed, load factor, and the selected map.

Control apparatus for internal combustion engine

A direct cylinder injection-type spark ignition internal combustion engine is disclosed. The engine comprises a spark plug, a cavity formed in the top surface of a piston, and a fuel injection valve for injecting fuel into the cavity in nearly the shape of a fan having a relatively small thickness. When the fuel injected in nearly the shape of a fan from the fuel injection valve is considered by being divided into a plurality of fuel segments in a radial direction, a side wall of the cavity has a first fuel deflection passageand a second fuel deflection passagefor so deflecting at least two of the plurality of fuel segments as to pass near the spark plug. The side wall of the cavity is at least partly provided with a return portionthat protrudes toward the inside of the cavity. The first fuel deflection passage is not provided with the return portionor is provided with the return portion having a short protrusion, and the second fuel deflection passage is provided with the return portionhaving a long protrusion.

Direct cylinder injection-type spark ignition internal combustion engine

A direct cylinder injection-type spark ignition internal combustion engine is disclosed. The engine comprises a spark plug, a cavity formed in the top surface of a piston, and a fuel injection valve for injecting fuel into the cavity in nearly the shape of a fan having a relatively small thickness. When the fuel injected in nearly the shape of a fan from the fuel injection valve is considered by being divided into a plurality of fuel segments in a radial direction, a side wall of the cavity has a first fuel deflection passage and a second fuel deflection passage for so deflecting at least two of the plurality of fuel segments as to pass near the spark plug. The side wall of the cavity is at least partly provided with a return portion that protrudes toward the inside of the cavity. The first fuel deflection passage is not provided with the return portion or is provided with the return portion having a short protrusion, and the second fuel deflection passage is provided with the return portion having a long protrusion.

A direct-fuel-injection-type spark-ignition internal combustion engine is disclosed. The engine comprises a spark plug, a cavity formed on the top surface of the piston, and a fuel injection valve for injecting fuel into the cavity in nearly the shape of a fan having a relative small thickness. In the engine, the side wall of the cavity facing the fuel injection valve, for leading the fuel to the vicinity of the spark plug, has a horizontal sectional shape consisting of a part of an ellipse shape of which two foci are at a position of the injection hole of the fuel injection valve and a position near to the spark plug in plan view, and the side wall has a deflecting portion to deflect the fuel toward the inside of the cavity.

Direct-fuel-injection-type spark-ignition internal combustion engine

A direct fuel injection-type spark-ignition internal combustion engine is disclosed. The engine comprises a spark plug, a cavity formed on the top surface of the piston, and a fuel injection valve for injecting fuel into the cavity in nearly the flat fan shape having a relatively small thickness. An opposing side wall of the cavity opposite to the fuel injection valve, for leading the fuel to the vicinity of the spark plug, has an arcuate portion having a plurality of arcuate shapes in a plan view. The radius of arcuate shape at the both side parts of the arcuate portion in a plan view is smaller than the radius of arcuate shape at the center part of the arcuate portion in a plan view. The opposing side wall has a deflecting portion to deflect the fuel toward the inside of the cavity.

Direct fuel injection-type spark-ignition internal combustion engine

A direct fuel injection-type spark-ignition internal combustion engine is disclosed. The engine comprises a cavity formed on the top surface of the piston, a spark plug facing the inside of said cavity, and a fuel injection valve for injecting fuel into the cavity in nearly the shape of a fan having a relative small thickness. The cavity has a bottom wall onto which the injected fuel impinges initially and a side wall facing to the fuel injection valve. The side wall has a deflection portion which is nearly the shape of a linear line and a circular arc portion which connects the deflection portion and the bottom wall smoothly in a vertical section. An angle of the deflection portion with the bottom wall is in a range from 50 to 80 degrees. A radius of the circular arc portion is in a range from 5 to 15 mm.

A direct fuel injection-type spark-ignition internal combustion engine is disclosed. The engine comprises a spark plug, a fuel injector and a cavity formed on the top surface of the piston. The cavity has a bottom wall, a spark plug side wall and a fuel injector side wall. The fuel injector injects fuel toward the bottom wall of the cavity in stratified charge combustion. The fuel mainly proceeds toward the spark plug side wall of the cavity along the bottom wall, is deflected by the spark plug side wall and is led to the vicinity of the spark plug. In the engine, the fuel injector side wall of the cavity is provided with a deflecting portion. If a part of the injected fuel proceeds toward the fuel injector side wall along the bottom wall of the cavity, that part of the fuel is led to the vicinity of the spark plug by the deflecting portion.

An engine compartment structure of a vehicle for introducing cool air into an air intake port without a baffle plate is provided. The structure is constructed such that an air intake port is located behind a first headlamp in the engine compartment, the opening of the air intake port is directed toward the front of the compartment, and the rotational direction of cooling fans for the radiator is determined such that the air discharged by the one or more radiator cooling fans is directed away from the location of the intake air port of the engine, and towards a side behind a second headlamp which is opposite to the first headlamp in the engine compartment.

Engine compartment structure of a vehicle for introducing cool intake air

An engine compartment structure for introducing cool air into an air intake port without providing a baffle plate is constructed such that air discharged by cooling fans is directed away from the air intake port. A rotational direction of a second cooling fan of a pair of cooling fans can be opposite to the first cooling fan. The first cooling fan is closer to the air intake port than the second cooling fan. Air volume discharged by the first cooling fan can also be larger than that of the second cooling fan. Furthermore, rotational directions of the pair of cooling fans can be selected such that the air discharged by the cooling fans is directed toward a space at the rear side of the opposite headlamp, and each air volume discharged by the respective cooling fan set differently.

Vehicle engine compartment structure and method for introducing cool

According to the present invention, there is provided a cylinder head for a multi-cylinder internal combustion engine, comprising: a bottom wall having an upper face which defines a waterjacket, the bottom wall having spaced recessed wall portions which have lower faces defining upper spaces of adjacent combustion chambers, the bottom wall having a bottom wall portion formed between the recessed wall portions to divide the upper spaces of the adjacent combustion chambers; and slit means formed on the upper face of the bottom wall portion and extending within the bottom wall portion toward a lower face of the bottom wall portion.

Cylinder head for a multi-clylinder internal combustion engine

A cooling system for an engine having a plurality of cylinder bores which are arranged along a longitudinal axis. First and second coolant passages continuously extend along the periphery of the bores on each side of the axis, extending from the bore arranged in one end of the engine to the bore arranged in another end of the engine. The first and the second passages are connected to each other by a connector at one end of the engine. Intermediate walls are formed between adjacent bores. A connecting passage is formed in each intermediate wall for connecting the first and the second coolant passages. Water as a coolant flows from an inlet, which is formed at the other end of the first coolant passage, through, in turn, the first coolant passage, the connector, and the second coolant passage, and flows out from an outlet, which is formed at the other end of the second coolant passage. Water also flows through the connecting passages.

Cylinder block cooling arrangement

Growing community of inventors

Mishima, Japan

Shizuo Abe