Nippon Soken, Inc.

Nippondenso Co., Ltd.

Toyota Jidosha Kogyo Kabushiki Kaisha

Taro Tanaka

Masaaki Noguchi

Yukiyasu Tanaka

Masaharu Sumiyoshi

Tsuchio Bunda

Toshihiko Igashira

Yasuyuki Sakakibara

Mitsuo Inagaki

Hideaki Sasaya

Norikatsu Uejima

Yoshiyuki Hattori

Masahiko Suzuki

Shigeki Iwanami

Kazuma Matsui

Toshihiro Takei

Kenji Takeda

Yuzo Imoto

Yutaka Suzuki

Yoshihiko Tsuzuki

Nobuhito Hobo

Akikazu Kojima

Satoshi Haseda

Yasuhiro Takeuchi

Osamu Ito

Hideya Fujisawa

Yoji Kato

Yozo Majima

Yukiyasu Tanaka, Deceased

By Mihoko Miyazaki, Successor

By Koichiro Tanaka, Successor

A wheel cylinder and brake piston are formed in the brake caliper of each wheel of a vehicle. A piezoelectric device, which is formed of laminated piezoelectric elements, is formed in the brake caliper such that it is connected with the wheel cylinder. By applying a voltage to the piezoelectric elements the piston device is made to expand and contract to thereby vary the volume of the wheel cylinder. Brake fluid is supplied from the master cylinder to the wheel cylinder via fluid passage formed in the brake caliper and a control valve for opening and closing this passage is formed in the passage. When there is a high pressure in the wheel cylinder, the piezoelectric device expands and the control valve closes. Then, by lowering the voltage the piezoelectric device contracts and the pressure in the wheel cylinder decreases.

Vehicle braking control apparatus

A variable displacement swash-plate type compressor suitable for use as a refrigerant compressor of an automotive air conditioner has a cylinder block having a plurality of cylinder bores each slidably receiving a double-headed piston, a shaft driven by an automotive engine, a swash plate tiltably mounted on the shaft for rotation therewith to reciprocatorily move the pistons, and a spool for moving the swash plate axially of the shaft and changing the angle of tilt of the swash plate. The swash plate and the shaft are connected in such a manner that, when the swash plate is axially moved while changing its tilting angle, the position of stroke end of each piston is changed only in a working chamber on one end of the piston, whereas no change in the position of the stroke end occurs in the other working chamber on the other end of the piston.

Variable displacement swash-plate type compressor

In order to perform fuel injection control for a diesel engine, data read by an ignition timing data reading means is compared with a reference data to calculate an ignition timing difference. The ignition timing error is compared with a predetermined threshold value to decide whether or not the ignition timing difference exceeds the predetermined threshold value. A pilot injection timing correction data is generated in accordance with the result of the decision. The pilot injection timing control data is instructed in accordance with the pilot injection timing correction data, and pilot injection timing control is performed in accordance with the pilot injection timing control instruction. A feedback control of a signal based on an output from the ignition timing detector is used for control of a pilot injection timing, so that ignition at a desired ignition timing is performed.

Fuel injection control for diesel engine

A fuel injection system for an internal combustion engine includes sensors for sensing the reference rotational position of the engine, a unit injector for compressing the fuel and injecting a predetermined amount of the fuel, and an electronic control device. The unit injector includes an actuator such as a piezoelectric actuator, a piston, and an injection valve. The piezoelectric actuator comprises a columnar laminated body of disk-shaped piezoelectric elements. The laminated body is expanded or compressed in the axial direction of the column according to the application of a positive or a negative high voltage. The electronic control device controls the frequency of the voltage supplied to the actuator during the period from the timing of a reference rotational position and controls, accordingly, the amount of fuel injection in accordance with the frequency of the voltage supplied to the actuator.

Fuel injection system for an internal combustion engine

A wheel cylinder is formed in the brake caliper for each wheel of a vehicle and brake fluid is supplied from a master cylinder to this wheel cylinder by way of a fluid passage. A brake piston is provided inside the wheel cylinder and includes a piezoelectric piston device inside. By the application of voltage, this piezoelectric piston device expands and contracts the brake piston. A control valve is provided in the fluid passage to open and close it to selectively partition off the master cylinder. When the control valve has closed the passage, a voltage is applied to the piezoelectric piston device to expand it and control the pressure acting on the brake piston in the wheel cylinder to vary the braking force.

A fuel injection apparatus for an internal combustion engine comprising: a nozzle body; a nozzle formed at the bottom of the nozzle body; an electroexpansive actuator having the electroexpansive effect; a valve member, slideably mounted within the nozzle body; and a fuel chamber formed between the electroexpansive actuator and the valve member. When the electroexpansive actuator expands to reduce the volume of the fuel chamber, the valve member is moved in the closed direction of the nozzle. When the electroexpansive actuator contracts to increase the volume of the fuel chamber, the valve member is moved in the open direction of the nozzle.

Fuel injection apparatus for an internal combustion engine

A fuel injection system for an internal combustion engine includes a unit injector for compressing the fuel and injecting a predetermined amount of the fuel and an electronic control device. The unit injector includes a piezoelectric actuator, a piston, and an injection valve. The piezoelectric actuator comprises a columnar laminated body of disk-shaped piezoelectric elements. The laminated body is expanded or compressed in the axial direction of the column according to the application of positive or negative high voltage. The electronic control device controls the frequency of the voltage supplied to the actuator and controls accordingly the amount of fuel injection in accordance with the frequency of the voltage supplied to the actuator.

A fuel injection device for Diesel engines includes a combustion detector comprising a photoelectric transducer and a light path extended through a nozzle body to transmit the light of a combustion flame developed in an engine cylinder to the photoelectric transducer. One end of the light path is opened to an oil sump communicating with a nozzle opening so that only when the nozzle opening is opened for injecting fuel and then a combustion flame is developed, the light of the flame is passed through the light path and reaches the photoelectric transducer thereby generating an electric signal indicative of the actual time of the combustion. The whole or part of the light path may be comprised of optical fibers.

Fuel injection device for Diesel engines

A through-vane type rotary compressor having a cylinder chamber of novel shape wherein a segment of the peripheral edge of the cylinder chamber connecting two circularly arcuate segments together has a shape represented by the formula ##EQU1## and the slider has opposite ends each maintained in sliding contact with the peripheral edge at its arcuate end. The slider smoothly rotates along the peripheral edge of the cylinder chamber without impinging thereon while the acceleration of the sliding movement of the slider shows smooth changes.

Through-vane type rotary compressor with cylinder chamber of improved

A method for operating a two-cycle internal combustion engine wherein in the scavenging stroke the air-fuel mixture charged into the cylinder forms a stratum adjacent to a piston and the stratum of the air-fuel mixture is made into contact with the stratum of the residual gases remote from the piston. Alternately, in the scavenging stroke the rich mixture is first charged into the cylinder immediately above the piston and then the lean mixture is charged into the cylinder immediately above the piston so that the strata of the lean and rich mixtures and the residual gases may be formed in the order named from a portion close to the piston within the cylinder. The decomposition of part of the air-fuel mixture or the rich air-fuel mixture is caused by the heat contained in the residual gases so that the chemically activated radicals are produced. In the compression stroke the air-fuel mixture or the rich air-fuel mixture containing these radicals is compressed to the compression ratio of between 4 and 10 and ignited and burned by the radicals mentioned above. The engine may operate with a low compression ratio. The engine may be made light in weight as compared with the diesel engines. The compression combustion is effected. The positive ignition may be ensured and the irregular and uncomfortable noise and vibration may be minimized. In addition, a considerable fuel economy may be attained and the emission of HC may be minimized. The two-cycle internal combustion engines adapted for carrying out the above method are also disclosed.

Two-cycle internal combustion engine

In the ignition system of the internal combustion engine, a preignition control circuit is further provided. The preignition control circuit includes a high voltage generator which supplies a high voltage to the spark plug to produce a preignition spark between the electrodes of the spark plug. The preignition spark is timed to appear as the engine nearly concludes its suction stroke so that radicals are produced from the air-fuel mixture around the electrodes thereby to ensure reliable ignition and complete burning of the air-fuel mixture.

Otto-cycle internal combustion engine

A metering and distribution device for a fuel injection system of an internal combustion engine includes a housing with a fuel inlet port connected to a fuel pump and a circumferential row of fuel outlet ports respectively connected to fuel injectors for respective engine cylinders. A rotor, rotatably mounted in the housing, is provided with an orifice and rotates in a timed manner with the engine. A control member is telescopically mounted on the rotor and moves axially thereon in accordance with variations in the flow rate of intake air and has a circumferential row of orifices equal to the fuel ports and cylinders. The inner member, whether the rotor or control member, has an axially extending fuel passage connected to the inlet port and the rotor's rotation moves the rotor's orifice into overlapping communication with successive orifices in the control member and thus to fuel outlet ports and respective cylinders. The angle of the rotor's rotation during which communication between the rotor's orifice and each control member orifice lasts is varied in accordance with variations in the flow rate of engine intake air thereby accurately metering fuel charges to respective cylinders. Orifice members of substantially the same flow characteristic are removably mounted in respective fuel outlet ports to provide fixed restriction orifices which have a fuel flow cross-sectional area smaller than the area over which the orifices in the rotor and the control member are communicated, whereby the amount of each fuel charge to the engine is solely dependent upon the duration of the communication between the orifices in the rotor and the control member.

A two-cycle engine including first set of passages formed outside a cylinder connecting a first crank case with scavenging ports for feeding air-fuel mixtures from the first crank case to the cylinder, second set of passages formed outside the cylinder connecting a second crank case with the scavenging ports for feeding air-fuel mixtures from the second crank case to the cylinder, and scavenging gas merging chamber cooperative with the first and second sets of passages and located upstream of the scavenging ports for restricting flow of air-fuel mixtures in vicinity of the scavenging ports. First and second pistons are mounted in opposed relation to each other in the cylinder, the first piston opening and closing an exhaust port and the second piston opening and closing the scavenging ports. The scavenging ports are formed substantially tangentially of the cylinder in a plane normal to the latter, so charges of mixtures gently introduced into the cylinder flow along the top of the second piston in vortical form and the mixtures thus introduced and burned gases remaining in the cylinder are arranged in stratified relation. Fuel in the mixtures in the boundary of the two stratified masses is heated by the heat of the burned gases and the heat caused by the compression stroke of the pistons and has its temperature raised producing radicals of C.sub.2, CH, CHO, OOH and H. These radicals provide multitude of sources of ignitiion enabling compression-ignition of the mixtures to be effected.

Two-cycle engine

An internal combustion engine has a primary fuel circuit for producing a lean mixture of air and hydrocarbon fuel to be fed into a combustion chamber and a secondary fuel circuit which includes a secondary carburetor for producing a mixture of air and methanol at an air-methanol ratio of less than 2.0. The air-methanol mixture is fed into a reactor vessel having therein a catalyst bed which is heated to facilitate reaction between the components of the air-methanol mixture. By the reaction the air-methanol mixture is converted into a reformed gaseous mixture rich with hydrogen which is then mixed with an air-hydrocarbon fuel mixture to form a composite mixture to be supplied into the combustion chamber. The existence of hydrogen in the composite mixture assures reliable spark-ignition and stable combustion of the composite mixture which is of a very large air-fuel ratio as calculated in terms of air-gasoline ratio, to thereby reduce the emission of harmful components of engine exhaust gas and improve the fuel consumption.

Internal combustion engine with a methanol reforming system

In a uniflow, double-opposed piston type two-cycle internal combustion engine of the type having first and second crank chambers attached to the ends of a cylinder, first and second pistons disposed in the first and second crank chambers, respectively, and slidably fitted into the cylinder so as to move toward and away from each other, an exhaust port formed through the cylinder wall and opened and closed by the first piston, and a plurality of scavenging ports formed through the cylinder wall and opened and closed by the second piston, an improvement comprising means for feeding the rich air-fuel mixture to some of the scavenging ports, means for feeding the lean air-fuel mixture or the air to the remaining scavenging ports, and the lean mixture or air scavenging ports being uncovered and opened earlier than the rich mixture scavenging ports, whereby the scavenging efficiency may be improved and the amount of air-fuel mixture escaping through the exhaust port together with the combustion products may be minimized. In addition, the first piston is advanced in phase by a predetermined degree over the second piston so that the compression ratio may be increased and consequently the engine output may be increased.

Growing community of inventors

Chiryu, Japan

Taro Tanaka