Toyota Jidosha Kabushiki Kaisha

Aisin Seiki Kabushiki Kaisha

Denso Corporation

Nippon Soken, Inc.

Kabushiki Kaisha Toyota Chuo Kenkyusho

Souichi Matsushita

Kiyoshi Nakanishi

Tokuta Inoue

Mutsumi Kanda

Yasutoshi Yamada

Nobuyuki Oota

Motonobu Akaki

Masaaki Kobayashi

Hiroki Matsuoka

Mitsuru Takada

Takeshi Okumura

Tatsuo Kobayashi

Kenji Katoh

Tomihisa Oda

Toyokazu Baika

Daisuke Shibata

Katsuhiko Hirose

Naofumi Magarida

Hiroyuki Hokuto

Kotaro Hayashi

Toshimi Kashiwagura

Takeshi Kotani

Shizuo Abe

Tomoyuki Ono

Yujiro Oshima

Hiroshi Nomura

Shinobu Ishiyama

Fumiaki Hattori

Hiroya Tanaka

Takeshi Gono

Yutaka Niwa

Kenichi Nomura

Takafumi Yamada

Jun Harada

Akinori Saito

Takashi Hashima

Kazuo Kawahara

Eishi Ohno

Yasuo Harada

Nobuyuki Muramatsu

Katsushi Abe

Hitoshi Shibata

Yukihiro Tsukasaki

Yukio Yoshioka

Akihiko Negami

Masao Kinoshita

Toshio Yamada

Yasuhiro Ohtsubo

Akihiro Negami

Motonobu Araki

Kenichiro Shindo

A fuel injection device has an actuator, and a displacement amplification chamber for amplifying the amount of displacement of the actuator. The displacement amplification chamber is connected to a fuel passage via a replenishment fuel passage that has a check valve that allows a fuel to flow only toward the displacement amplification chamber. A throttle portion is formed in the replenishment fuel passage.

Fuel injection device

A NOx catalyst in the exhaust passage of an internal combustion engine is capable of lean burn and adapted to release and reduce absorbed NOx by a reducing agent. Reducing agent supplier is provided in the exhaust passage on the upstream side of the NOx catalyst. A load detector detects the load of an internal combustion engine. Reducing agent addition controller controls the reducing agent addition period and the reducing agent addition interval based on the load of the internal combustion engine, whereby sufficient reducing agent is supplied to the NOx catalyst side independently of the operating condition.

Exhaust emission control device of 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.

Direct cylinder injection-type spark ignition internal combustion engine

An improved apparatus controls negative pressure in a combustion engine. The apparatus has a brake booster that is capable of increasing braking force of a vehicle by means of the negative pressure in the brake booster. A valve disposed in an air intake pressure generates the negative pressure that is supplied to the brake booster. An electric control unit controls the valve when pressure in the brake booster is in excess of a predetermined magnitude.

Apparatus for controlling negative pressure in internal combustion engine

A formation of deposits on a fuel injector is suppressed by controlling the temperature of the nozzle holder of the fuel injector around the nozzle to maintain at least a part of the fuel remaining on the nozzle holder surface after the fuel injection in a liquid state, to thereby hold precursors of the deposits in the liquid fuel to permit the precursor to be blown out from the nozzle holder surface by a subsequent fuel injection flow.

Method for suppressing formation of deposits on fuel injector and device

A spark-ignited direct cylinder fuel injection engine is provided with a combustion chamber formed in a depression on the surface of each piston, and a direct cylinder fuel injection valve spraying a fuel mist directly in the combustion chamber. In the wall of the combustion chamber an arc-shaped first wall surface region is located on the upstream side of the combustion chamber with respect to the swirl flow direction of the intake air. Continuous with the first wall surface region, a straight second wall surface region is formed at the downstream side of the first wall surface region. An arc shaped third wall surface region is formed at the downstream side of the second wall surface region. A spark plug is positioned so that it protrudes into the depressed combustion chamber at the region near the second wall surface region when the piston is positioned at its top dead center. Fuel is injected into the first wall surface region part of the combustion chamber, and carried by the intake swirl flow toward the third wall surface region part of the combustion chamber while it is being diffused and vaporized. Therefore, when flowing along the second wall surface near the spark plug, the injected fuel forms an ignitable air-fuel mixture, thus stable ignition, by the spark plug, is obtained regardless of the amount of the fuel injected into the combustion chamber.

Spark-ignited direct cylinder fuel injection engine

A hydrogen generator includes a water tank adapted to form a water chamber, and a water electrolysis cell disposed in the water tank. The water electrolysis cell includes a proton conductive membrane, an oxygen generator chamber side separator adapted to form an oxygen generator chamber, and a hydrogen generator chamber side separator adapted to form a hydrogen generator chamber, and a hydrogen outlet passage adapted to discharge generated hydrogen out of the hydrogen generator chamber. The oxygen generator chamber side separator includes a communicator passage adapted to communicate the oxygen generator chamber with the water chamber. The hydrogen generator obviates the manifolds of the conventional hydrogen generators in which the generated oxygen is likely to stagnate and hinder the water supply, and accordingly it can inhibit the hydrogen gas generating capability from deteriorating.

Hydrogen generator

A control device for an internal combustion engine having a cylinder and a spark plug, the control device including a fuel feeding means for feeding fuel into the cylinder, feeding a part of an amount of fuel to be injected during an intake stroke to form an air-fuel premixture, and feeding the remaining part of the amount of fuel to be injected during a compression stroke to form an air-fuel mixture around the spark plug for ignition; a torque fluctuation detecting means for detecting an amount of torque fluctuation of the internal combustion engine; and a fuel feeding control means for controlling a ratio of the part of the amount of fuel to be injected to the amount of fuel to be injected so that the amount of torque fluctuation detected by the torque fluctuation detecting means is less than a predetermined amount.

Control device for internal combustion engine

A control device for an internal combustion engine having a cylinder and a spark plug, the control device including a fuel feeding unit for feeding fuel into the cylinder, feeding a part of an amount of fuel to be injected during an intake stroke to form an air-fuel premixture, and feeding the remaining part of the amount of fuel to be injected during a compression stroke to form an air-fuel mixture around the spark plug for ignition; a pressure detecting unit for detecting pressure in the cylinder; a combustion state determining unit for determining a combustion state in the cylinder on the basis of the pressure detected by the pressure detecting unit; and a fuel feeding control unit for controlling a ratio of the part of the amount of fuel to be injected to the amount of fuel to be injected on the basis of the result of determination of the combustion state determining unit so that a good state of combustion is obtained.

An after-burner system comprises an exhaust passage of an engine, a catalyzer to purify Hydrocarbon and located into the exhaust passage, a temperature sensor located in the catalyzer, a spark gap located in the exhaust passage at an upper stream side of the catalyzer, an ignition plug used for an ignition, and a central controller having an igniting controller controlling an ignition at the ignition plug and an after-burner controller controlling an electric discharge at the spark gap, wherein while the temperature sensor outputs a logical HIGH signal, the electric discharge is generated at the spark gap.

After-burner system

An exhaust gas purification system for an internal combustion engine includes an engine capable of fuel combustion at lean air-fuel ratios, a catalyst constructed of zeolite carrying at least one kind of metal selected from transition metals and noble metals to reduce NOx under oxidizing conditions and in the presence of HC, engine operating condition detecting means for detecting the current engine operating condition, engine operating range determining means for determining whether or not the current engine operating condition is within an insufficient HC amount range, and an HC amount control means for controlling the amount of HC included in the exhaust gas when the engine operating range determining means determines that the engine operating condition is within the insufficient HC amount range. The HC amount control means degrades automization or evaporation of fuel injected from a fuel injection valve to thereby generate unburned fuel and to increase the HC amount in the exhaust gas, so that the NOx purification rate of the catalyst is improved.

Exhaust gas purification system for an internal combustion engine

An internal combustion engine of a lean burn type, wherein the air-fuel ratio is feedback controlled to a predetermined fixed value which is higher than a theoretical air-fuel ratio. The ignition timing is changed when the air-fuel ratio as detected by a lean sensor is off from the target air-fuel ratio, enabling quick control of the engine when the air-fuel ratio is off from the target air fuel ratio.

Operating apparatus for lean burn internal combustion engine

An engine having an intake port which comprises a straight port and a helical-shaped port which are separated by a separating wall. A control valve is arranged in the inlet portion of the straight port and opens when the engine is operating under a heavy load. A projection is formed on the side wall of the separating wall, which defines the straight port and is located downstream of the control valve. A bypass passage connected to the helix terminating portion of the helical portion of the helical-shaped port is formed in the separating wall. The projection has an arc-shaped cross-sectional tip face which is directed towards the upstream of the intake port. The inlet opening of the bypass passage is formed on the tip face of the projection.

Intake device of an internal combustion engine

A piston for an internal combustion engine formed as an integrally cast article having a crown portion and a hollow cylindrical side wall portion, wherein the crown portion is formed with a transverse hollow space, radially outside portions of which are axially traversed by integrally formed ribs, the hollow space being adapted to be circulated by lubricant for the purpose of cooling the crown portion. To supply lubricant into and to drain lubricant from the hollow space, a transverse wall portion formed in the crown portion on the inner side of the hollow space is formed with a lubricant inlet opening and at least one lubricant outlet opening, preferably at portions located between the ribs.

Piston with crown cooling cavity and radial ribs formed therein

Growing community of inventors

Susono, Japan

Souichi Matsushita