Toyota Jidosha Kogyo Kabushiki Kaisha

Toyota Jidosha Kabushiki Kaisha

Nippondenso Co., Ltd.

Takao Tate

Norihiko Nakamura

Katsuhiko Hirose

Haruyuki Obata

Toshio Tanahashi

Takeshi Sato

Akihiro Yamanaka

Kazuhiro Iwahashi

Norikatsu Ishikawa

Shinji Kamoshita

Mamoru Yoshioka

Hiromi Otsuki

Hidemi Onaka

Isamu Hagino

Takashi Kondo

Kenji Goto

Toyokazu Baika

Takao Niwa

Masahiko Masubuchi

Hiroshi Noguchi

Kichiro Kato

Michio Kawagoe

Hiroaki Nihei

Yoshiaki Kondo

Yoshio Kido

Norikatu Ishikawa

An electronic control apparatus is applied to a gas turbine including a cylindrical combustor, a plurality of fuel injection valves, and an ignition plug. Air compressed by a compressor is supplied to the combustor. The plurality of fuel injection valves are aligned in a circumferential direction in the combustor and are capable of injecting fuel into the combustor. The ignition plug is provided in the combustor and is capable of igniting a fuel-mixture within the combustor. The electronic control apparatus controls the operation of the plurality of fuel injection valves so that when the gas turbine is started up, fuel injection opening times of the #and #fuel injection valves which are positioned far from the ignition plug are later than fuel injection opening times of the #and #fuel injection valves which are positioned close to the ignition plug.

Control apparatus for gas turbine and start up method for gas turbine

A diesel engine has a fuel injection nozzle to which pressurized fuel is supplied from a pump. The nozzle has a pressure sensor detecting the fuel pressure and a lift sensor sensing a lift magnitude of a needle valve. An electronic control unit (ECU) computes a variation ratio of the fuel pressure value which is measured by the pressure sensor. The ECU computes a non-increasing point in an increasing part of variation ratio and judges the point to be a timing for starting the fuel injection of the nozzle. The EPU also computes the actual fuel injection amount in accordance with the fuel injection timing as well as the fuel pressure and the lift amount of the needle valve both at the various points. The EPU controls the actual injection amount to be identical to a target fuel injection amount.

Fuel injection controller for use in an internal combustion engine

A diesel engine has a fuel injection nozzle to which pressurized fuel is supplied from a pump. The nozzle has a pressure sensor detecting the fuel pressure and a lift sensor sensing a lift magnitude of a needle valve. An electronic control unit (ECU) computes a variation ratio of the fuel pressure value which is measured by the pressure sensor. The ECU computes a non-increasing point in an increasing part of variation ratio and judges the point to be a timing for starting the fuel injection of the nozzle. The ECU also computes the actual fuel injection amount in accordance with the fuel injection timing as well as the fuel pressure and the lift amount of the needle valve both at the various points. The ECU controls the actual injection amount to be identical to a target fuel injection amount.

A diesel engine has a fuel injection nozzle to which pressurized fuel is supplied from a pump. The nozzle has a pressure sensor detecting the fuel pressure and a lift sensor sensing a lift magnitude of a needle valve. An electronic control unit (ECU) computes a variation ratio of the fuel pressure value which is measured by the pressure sensor. The ECU computes a non-increasing point in an increasing part of variation ratio and judge the point to be a timing for starting the fuel injection of the nozzle. The EPU also computes the actual fuel injection amount in accordance with the fuel injection timing as well as the fuel pressure and the lift amount of the needle valve both at the various points. The EPU control the actual injection amount to be identical to a target fuel injection amount.

A two stroke engine equipped with a mechanically driven supercharger in the intake passage downstream of throttle valve. A bypass air passage bypassing the supercharger is provided, and a bypass air control valve is arranged in the bypass air passage. When the engine is idling, the bypass air control valve is controlled so that the level of vacuum in the intake passage between the throttle valve and the supercharger is maintained at a constant value.

Intake device of a two stroke engine with supercharger bypass passage

An electromagnetic reed valve comprises a pressing member which is mounted at a plunger. The pressing member is urged by a spring toward a reed valve body, so that the pressing member urges at least that portion of the reed valve body which confronts the outlet of a valve chamber, when the outlet is closed by the reed valve body.

Electromagnetic reed valve

An internal combustion engine comprising a carburetor which has a main air bleed passage and a slow air bleed passage. An air-fuel ratio of the mixture fed into the cylinder of an engine is so controlled that it becomes equal to the stoichiometric air-fuel ratio by a single electromagnetic control valve arranged in the main air bleed passage and the slow air bleed passage. The control valve comprises a first reed valve arranged in the slow air bleed passage, a second reed valve arranged in the main air bleed passage, and an electromagnetic device simultaneously actuating the first reed valve and the second reed valve while maintaining the opening area of the first reed valve at an area which is larger than the opening area of the second reed valve.

Air-fuel ratio control device of an internal combustion engine

An air-fuel ratio control device of an internal combustion engine having a carburetor. An air bleed passage is connected to a fuel outflow passage of the carburetor, and an electromagnetic control valve is arranged in the air bleed passage. The control valve is controlled by the detecting signal of an oxygen concentration detector arranged in the exhaust passage so that the air-fuel ratio of a mixture fed into the cylinder of an engine becomes equal to the stoichiometric air-fuel ratio. When the vehicle is decelerated, the mean value of the potential level, which has been applied to the electromagnetic control valve before deceleration, is stored. When the throttle valve is opened during the deceleration and, then, the oxygen concentration detector detects that a rich air-fuel mixture is fed into the cylinder of the engine, the above-mentioned mean value is instantaneously applied to the electromagnetic control valve.

A throttle valve opening controller for applying variable retarding forces against the closing force of the throttle valve at the time of quick closing thereof depending on the running condition of the engine, comprising: a diaphragm device consisting of a diaphragm which is movable in association with the throttle valve when the throttle valve opening is smaller than the specified value, a spring for urging said diaphragm with a force smaller than the closing force of the throttle valve, and a diaphragm chamber which is formed on the rear side of said diaphragm and to which atmospheric pressure or intake vacuum immediately downstream of the throttle valve is admitted; and means for varying the leak rate of the air discharged from the diaphragm chamber of said diaphragm device at the time of quick closing of the throttle valve depending on the running condition of the engine.

Throttle valve opening controller

An air-fuel ratio control device of an internal combustion engine having a carburetor. An air bleed passage is connected to a fuel outflow passage of the carburetor, and an electromagnetic control valve is arranged in the air bleed passage. The control valve is controlled by the detecting signal of an oxygen concentration detector arranged in the exhaust passage so that the air-fuel ratio of a mixture fed into the cylinder of an engine becomes equal to the stoichiometric air-fuel ratio. After the completion of the warm-up of an engine, the opening area of the control valve is maintained within a fixed range. Before the completion of the warm-up of an engine, the opening degree of the control valve becomes larger than the above-mentioned fixed range.

An ignition control system for an internal combustion engine, having an on-off device for controlling, at every one operational cycle of the engine, a timing to generate a discharge arc flame in each of the spark plugs to ignite the combustible mixture in such a manner that said timing is advanced just after the engine, in a cold condition, is started, then, delayed and again advanced when the engine is warmed-up. A stable idling operation as well as a low emission of toxic components are obtained.

Ignition control system for an internal combustion engine

An accelerator pump system is provided which consists of a pump cylinder having an intake port communicating with a float bowl and a discharge port communicated with an acceleration nozzle or pump jet which injects fuel into the throat of a carburetor. The accelerator pump includes a pump plunger which is reciprocally movable within the pump cylinder in response to pivotal movement of the throttle lever of the carburetor. A pump lever and a connecting rod including thermally responsive material such as thermo-wax are in linking arrangement between the pump plunger and the throttle lever in a series relationship in order to control the stroke of the pump plunger thereby to control the amount of fuel which is discharged into the carburetor by the pump system. As a result, the amount of fuel discharged, as well as the lever ratio of the pump lever, i.e. the fuel discharging characteristic thereof, may be controlled in response to changes in ambient temperature.

Accelerator pump system

An internal combustion engine having a main combustion chamber associated with intake and exhaust valves and an auxiliary combustion chamber having no intake valve. The auxiliary combustion chamber is positioned adjacent the intake port and has an electrode of a spark plug or plugs positioned therewithin. A plurality of passages fluidly communicate the main and auxiliary combustion chambers. One passage opens toward the intake valve and at least one other passage opens asymmetrically relative to the first passage about the central axis of the auxiliary combustion chamber. The auxiliary combustion chamber is free of any internal fluid flow obstructions. A stream of sucked gas introduced into the auxiliary combustion chamber through the one passage is turned by the interior walls of the auxiliary combustion chamber to flow in a path in the form of a loop and is then expelled through the other passage.

Growing community of inventors

Susono, Japan

Takao Tate