Mazda Motor Corporation

Toyo Kogyo Co., Ltd.

Takashi Sumimoto

Kenichi Watanabe

Daisuke Shimo

Sangkyu Kim

Shuji Takuma

Hitoshi Inoue

Kazunori Hirabayashi

Shintaro Okada

Takashi Hirochika

Kazuo Kubo

Tomonori Harada

Hideki Imanishi

Shinichiro Tagami

Tomoyuki Kanda

An engine combustion chamber structure includes a combustion chamber of an engine and a fuel injection valve. The fuel injection valve injects fuel toward a cavity in a crown face of a piston. The cavity includes a first cavity provided in a radially central region of the crown face with a first bottom having a first depth, a second cavity provided in an outer side of the first cavity with a second bottom having a second depth being smaller than the first depth, a connecting portion, and a standing wall region disposed further in a radially outer side than the second bottom of the second cavity. The second bottom is provided lower than an upper end, of the connecting portion. A lower section of the standing wall region is provided further in a radially inner side than an upper edge of the standing wall region.

Combustion chamber structure of engine

A cavity includes a lower-side cavity, an upper-side cavity, a first lip and a second lip. The upper-side cavity has a guide curved surface which extends along a circumference of a first imaginary circle in a section along a cylinder-axis direction, and the first lip has a curved surface which extends along a circumference of a second imaginary circle in a section along the cylinder-axis direction. An angle X which a cylinder axis makes with a common tangential line of the first imaginary circle and the second imaginary circle is set as 75&#xb0;&#x3c;X&#x3c;80&#xb0;. The guide curved surface is configured such that an angle Y of this guide curved surface which occupies at the circumference of the first imaginary circle is set as 80&#xb0;&#x3c;Y&#x3c;(180&#xb0;&#x2212;X).

Compression ignition engine

For reducing vibrations having different frequencies and transmitted to a chassis of a vehicle, a vibration-proof apparatus mounted on a support member supporting a vibratory body on the chassis includes a first dynamic damper and a second dynamic damper secured to the support member, such dynamic dampers being arranged to absorb vibrations having different frequencies. The apparatus is particularly applicable to a subframe which undergoes vibrations from a differential device and from a propeller shaft.

Vibration-proof apparatus for a vehicle

A vehicle rear suspension system having a substantially longitudinally extending swing arm and three lateral links. The swing arm is attached at the front end through a rubber bush to the vehicle frame and connected at the rear end rigidly to a wheel hub carrier. The lateral links are connected at the outer ends to the wheel hub carrier through ball joints and at the inner ends to the vehicle body through rubber bushes. The rubber bushes for connecting the lateral links to the vehicle body have axes which are located such that, in a projection to a longitudinally vertical plane, the axes are directed toward the center of swinging movement of the swing arm.

Vehicle rear suspension system

A front engine - front wheel drive automobile having an engine located transversely of the automobile body and a differential gear unit which is sidewardly offset from the longitudinal center line of the automobile body. A left and right drive shafts extend from the differential gear unit to a left and right front wheels and have different lengths so that the drive shafts are inclined with respect to a horizontal plane by different angles. The wheel which is connected with the drive shaft with a larger inclination angle has a larger camber angle than the other wheel. The arrangement is effective to decrease the difference between turning moments about the left and right king pin axes due to the difference in inclination angles of the driving shafts.

Front wheel suspension for a front engine-front wheel drive automobile

A wheel suspension for a motor vehicle having a vehicle chassis includes a wheel carrier having an axle for the support of a wheel for rotation independently of the wheel carrier, and front and rear arms for supporting the wheel carrier on the vehicle chassis and extending in spaced relation to each other with the space therebetween gradually increasing as they extend outwardly from the wheel carrier towards the vehicle chassis in a direction generally transversely of the vehicle chassis. The wheel suspension further includes a connecting member for elastically connecting the wheel carrier to the vehicle chassis for displacement in a direction generally perpendicular to the widthwise direction of the vehicle chassis, and a shock absorber for absorbing vibrations of the wheel carrier. The front and rear arms are so positioned relative to the wheel carrier and the vehicle chassis that the wheel carrier can be moved such that the toe-in of the wheel supported thereby is increased.

Independent wheel suspension for motor vehicles

A wheel suspension for a motor vehicle having a vehicle chassis comprises a wheel carrier having a journal for the support of a wheel for rotation independently of the wheel carrier, and first and second arms for supporting the wheel carrier to the vehicle chassis and extending in spaced relation to each other with the space therebetween gradually increasing as they extend outwardly from the wheel carrier towards the vehicle chassis. The wheel suspension further comprises a connecting member for elastically connecting the wheel carrier to the vehicle chassis for the displacement in a direction generally perpendicular to the widthwise direction of the vehicle chassis, and a shock absorber for absorbing vibration of the wheel carrier. The journal extends outwardly from the wheel carrier at a position spaced a smaller distance from the joint of the first arm to the wheel carrier than from the joint of the second arm to the wheel carrier.

Growing community of inventors

Hiroshima, Japan

Takashi Sumimoto