Toyota Jidosha Kogyo Kabushiki Kaisha

Toyota Jidosha Kabushiki Kaisha

Ibiden Company Limited

Kabushiki Kaisha Toyota Chuo Kenkyusho

Takehisa Yaegashi

Yukio Kinugasa

Takaaki Itou

Kouhei Igarashi

Naoto Suzuki

Shinichi Sugiyama

Keiji Aoki

Yoshiki Chujo

Toshiaki Tanaka

Hiroki Matsuoka

Takayoshi Nakatomi

Kouichi Takeuchi

Hiroshi Tanaka

Naohide Fuwa

Takeshi Okumura

Koichi Hoshi

Tokuta Inoue

Naoto Miyoshi

Toshifumi Takaoka

Yoshihiro Iwashita

Koji Yokota

Takaaki Kanazawa

Kazuhiko Shiratani

Hiroshi Hirayama

Yasutaka Nagai

Kiyoshi Yuuki

Koichi Takeuchi

Toshiyuki Takimoto

Takahiro Hayashi

Takao Naruoka

Junichi Saiki

Keiichi Sakashita

Tetsuro Nagano

Toshikazu Koide

Keiji Yamada

Kenzo Hashikawa

Syouzi Watanabe

Sadayoshi Wada

Tooru Hanafusa

An exhaust manifold ( ) of an engine ( ) is connected to a three way (TW) catalyst ( ), and the TW catalyst ( ) is connected to an NH adsorbing and oxidizing (NH -AO) catalyst ( ). The engine ( ) performs the lean and the rich engine operations alternately and repeatedly. When the engine ( ) performs the rich operation and thereby the exhaust gas air-fuel ratio of the exhaust gas flowing into the TW catalyst ( ) is made rich, NO in the inflowing exhaust gas is converted to NH in the TW catalyst ( ). The NH is then adsorbed in the NH -AO catalyst ( ). Next, when the engine ( ) performs the lean operation and thereby the exhaust gas air-fuel ratio of the exhaust gas flowing into the TW catalyst ( ) is made lean, NO in the exhausted gas passes through the TW catalyst ( ), and flows into the NH -AO catalyst ( ). At this time, NH adsorbed in the catalyst ( ) is desorbed therefrom, and reduces the inflowing NO .

Method and device for purifying exhaust gas of an engine

An exhaust gas purifying catalyst, for reducing nitrogen oxides and ammonia in an exhaust gas of an internal combustion engine, in an oxidizing atmosphere, is provided. The exhaust gas purifying catalyst comprises a first catalyst having zeolite carrying platinum and copper thereon. Preferably, the exhaust gas purifying catalyst further comprises a second catalyst having zeolite carrying copper thereon. Preferably, the second catalyst is arranged upstream of the first catalyst, with respect to the exhaust gas flow.

Exhaust gas purifying catalyst

Device for purifying exhaust gas of internal combustion engine

Method and device for purifying exhaust gas of engine

A device for purifying the exhaust gas of an engine having a plurality of cylinders divided into first and second cylinder groups, the first and the second cylinder groups being connected to first and second exhaust passage, respectively, and performing a lean operation, comprises an NH.sub.3 synthesizing catalyst arranged in the first exhaust passage, and an exhaust gas purifying catalyst arranged in an interconnecting passage, which interconnects the first passage downstream of the NH.sub.3 synthesizing catalyst and the second exhaust passage, for purifying the inflowing NO.sub.X and NH.sub.3. An additional engine performing a rich operation is provided and the exhaust gas thereof is fed to the first exhaust gas passage upstream of the NH.sub.3 synthesizing catalyst to make the exhaust gas air-fuel ratio of the exhaust gas flowing into the NH.sub.3 synthesizing catalyst rich, to thereby synthesize NH.sub.3 therein. An amount of NH.sub.3 or NO.sub.X flowing into the exhaust gas purifying catalyst is obtained, and the additional engine is controlled in accordance with the obtained NH.sub.3 or NO.sub.X amount to control the amount of the reducing agent flowing to the exhaust gas purifying catalyst.

Device for purifying exhaust gas of engine

A valve driving apparatus includes a cam, a force transfer member transferring force of the cam to a valve, and a shim interposed between the cam and the force transfer member and movable on the force transfer member. The shim has a first portion, a part of which first portion is always in contact with the force transfer member while the shim is being moved on the force transfer member in accordance with a motion of the cam.

Valve driving apparatus

An exhaust manifold of an engine is connected to a three way (TW) catalyst, and the TW catalyst is connected to an NH.sub.3 adsorbing and oxidizing (NH.sub.3 -AO) catalyst, such as the Cu-zeolite catalyst. The engine performs the lean and the rich operations alternately and repeatedly. When the engine performs the rich operation, the TW catalyst synthesizes NH.sub.3 from NO.sub.x in the inflowing exhaust gas, and the NH.sub.3 is then adsorbed in the NH.sub.3 -AO catalyst. Next, when the engine performs the lean operation, NO.sub.x passes through the TW catalyst, and the adsorbed NH.sub.3 is desorbed and reduces the inflowing NO.sub.x. When the rich operation is in process, or is to be started, the exhaust gas temperature flowing into the NH.sub.3 -AO catalyst is detected. If the temperature is equal to or higher than the upper threshold representing the rich endurance temperature, the lean or the stoichiometric operation is performed.

Device for purifying exhaust gas of an engine

In the present invention, the exhaust gas from the engine is divided into a first and a second branch exhaust passages after it passes through a three-way reducing and oxidizing catalyst, and the two branch exhaust passages merge into an exhaust gas outlet passage. In the first branch exhaust passage, an oxidizing catalyst is disposed, and in the exhaust gas outlet passage, a denitrating and oxidizing catalyst is disposed. NO.sub.x in the exhaust gas from the engine is all converted to N.sub.2 and NH.sub.3 by the three-way reducing and oxidizing catalyst and a part of the NH.sub.3 generated by the three-way catalyst flows into the first branch exhaust passage and is converted to NO.sub.x again by the oxidizing catalyst. The amount of NO.sub.x produced by the oxidizing catalyst and the amount of NO.sub.x flowing through the second branch exhaust passage is determined by the flow distribution ratio of the first and the second branch exhaust passages. In this invention, the flow ratio is determined in such a manner that the amount of the NO.sub.x produced by the oxidizing catalyst and the amount of the NH.sub.3 passing through the second branch exhaust passage are stoichiometric to produce N.sub.2 and H.sub.2 O. Therefore, when these exhaust gases flow into the denitrating and oxidizing catalyst after they mix with each other in the exhaust gas outlet passage, all the NO.sub.x and the NH.sub.3 are converted to N.sub.2 and H.sub.2 O by the denitrating and oxidizing catalyst without producing any surplus NO.sub.x or NH.sub.3.

Exhaust gas purification device for an engine

An exhaust emission control apparatus includes an absorbent provided in an upstream portion of an exhaust passage of an engine to absorb hydrocarbon in exhaust gas passed through the exhaust passage at a temperature lower than a predetermined first temperature, the hydrocarbon being desorbed from the absorbent at a temperature higher than the first temperature, a catalytic converter provided in a downstream portion of the exhaust passage to purify hydrocarbon in the exhaust gas when a catalyst of the catalytic converter is active, the catalyst of the catalytic converter being activated at a temperature higher than a predetermined second temperature, the second temperature being higher than the first temperature, and a heating part for heating the catalytic converter to a temperature higher than the second temperature when the engine is in a prescribed starting condition and the absorbent is at a temperature higher than the first temperature, so that the hydrocarbon desorbed from the absorbent in the exhaust passage is purified by the activated catalyst of the catalytic converter.

Exhaust emission control apparatus using catalytic converter with

A high-temperature gasket suitable for use in automobile engine or the like is comprised of particular amounts of ceramic inorganic fiber, wollastonite, organic elastomeric substance and inorganic binder, and exhibits excellent sealability and thermal resistance even at a temperature above 950.degree. C. without using asbestos.

High-temperature gasket

While running of an engine used to be unstable in warming-up, the output of the engine is large and the running of the engine is maintained stably in high vehicle speed even if the engine is in the warming-up. According to the present invention, an automatic transmission is allowed to be run in the high speed stage in the high vehicle speed even during the warming-up.

Speed change control method and device of automatic transmission for

A cylinder head for an engine is formed with a first straight intake passage which leads to a first intake port, and with a second helical intake passage which leads to a second intake port and is formed with a helical end vortex portion. A common intake passage leads to the upstream ends of the first and second intake passages. A dividing ridge extends from one side of the inner surface of the cylinder head defining the intake passages towards but not reaching an opposite side of that surface, with a gap being left beween the ridge summit portion and that opposite side. The ridge thus divides the second intake passage into a one side portion remote from the first intake passage and terminating in the helical end vortex portion, and another side portion towards that first intake passage which is a straight bypass passage and is communicated at its downstream end to that helical end vortex portion. The upstream end of the ridge is positioned substantially upstream of the point at which the common intake passage becomes bifurcated into the first and second intake passages. A control valve is fitted in the common intake passage between its wall and this upstream ridge end, so as to control the flow resistance of the first straight intake passage and the straight bypass passage. Optionally, the portion of the control valve on the ridge side of the cylinder head inner surface is substantially upstream of the portion thereof on the opposite side thereof.

Internal combustion engine siamese port type intake system construction

A fuel injection system for a multi-cylinder internal combustion engine wherein fuel injectors are provided for each of the cylinders. The injectors are divided into two groups, the cylinders in each of the groups having operational phases which are spaced from each other by a crank angle of 360 degrees. Injection systems are provided for each group for attaining independent injections between the groups. In each of the groups, a basic amount of fuel for one engine cycle, and then a final injection amount, is calculated, as a difference of the basic amount with respect to the actual amount of fuel injected during a preceding injection of the corresponding group. An injection of a precise amount of fuel is attained irrespective of any change in the engine condition.

Fuel injection system for an internal combustion engine

A speed change method and apparatus for the transmission of a vehicle provides for a speed change stage to produce a reduction gear ratio lower than a predetermined value when the engine temperature is low and vehicle speed is high, otherwise the speed change stage is prohibited from operating.

An output voltage from an O.sub.2 sensor is intermittently sampled and the sampled voltage is converted into a binary signal. The binary signal is applied to an electrical digital computer, and therein the following operations are carried out. First, the maximum value and minimum value of the applied binary signal are detected, then the difference between the maximum and minimum values and the sum of the maximum and minimum values are calculated. A reference value is calculated using the calculated difference and sum and the minimum value from a predetermined algebraic function. Thereafter, the applied binary signal is compared with the calculated reference value to generate a binary signal indicative of the comparison result. Then, the air-fuel ratio of the engine is adjusted in response to this binary signal calculated by the digital computer.

Method and apparatus for controlling the air fuel ratio in an internal

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Mishima, Japan

Takehisa Yaegashi