Toyota Jidosha Kogyo Kabushiki Kaisha

Toyota Jidosha Kabushiki Kaisha

Aisin Seiki Kabushiki Kaisha

Nippondenso Co., Ltd.

Nippon Soken, Inc.

Tatehito Ueda

Hiroshi Sami

Hiroshi Sawada

Kiyoshi Nakanishi

Takayuki Demura

Kazuma Matsui

Takeshi Okumura

Eiichi Kamiyama

Toyokazu Baika

Mutsumi Kanda

Hideo Nagaosa

Nobuhito Hobo

Toshimi Kashiwagura

Tetsuya Nakamura

Shoji Ito

Osamu Ito

Fumiaki Hattori

Minoru Yamanaka

Etsuji Nomura

Shizuo Kawai

Yukinori Miyata

Tetsu Yamada

Hiroshi Tada

Toshio Itoh

Tadahide Toda

Takashi Naitou

Yasuhito Tsutsumi

Katsuhiko Aoyama

Shinichi Sano

Toshikuni Miyazaki

Kunihiko Hiyama

In a direct fuel injection-type spark ignition internal combustion engine including a spark plug and a fuel injector for injecting fuel directly into the cylinder, the engine can carry out stratified charge combustion by the fuel injection in the compression stroke and uniform charge combustion by the fuel injection in the intake stroke. The engine includes a mechanism which can make a tumbling stream formed in the cylinder in the intake stroke in the stratified charge combustion weaker than that in the uniform charge combustion.

Direct fuel injection-type spark ignition internal combustion engine

An engine including an intermediate shaft which is driven by the crankshaft and drives the camshaft. The intermediate shaft directly drives an oil pump arranged above the trans-axle and drives an alternator and compressor through a pulley connected to the intermediate shaft and a belt. The intermediate shaft is arranged shifted in the lateral direction from the plane containing the axes of the cylinders.

Motor vehicle drive device

In an air-fuel ratio feedback control system including at least one air-fuel ratio sensor downstream of a catalyst converter provided in an exhaust gas passage, an actual air-fuel ratio is controlled in accordance with the output of the downstream-side air-fuel ratio sensor. When at least one of the air-fuel ratio feedback control conditions for the downstream-side air-fuel ratio sensor is not satisfied the controlled air-fuel ratio is made an air-fuel ratio by an open loop control, while all the air-fuel ratio feedback control conditions for the downstream-side air-fuel ratio sensor are satisfied the controlled air-fuel ratio is made the stoichometric ratio (.lambda.=1) in accordance with the output of the downstream-side air-fuel ratio sensor. For a period after all the air-fuel ratio feedback control conditions for the downstream-side air-fuel ratio sensor are satisfied, the control by the output of the downstream-side air-fuel ratio sensor is prohibited, but, the controlled air-fuel ratio is made the stoichiometric ratio (.lambda.=1) by an open loop control or by the output of an upstream-side air-fuel ratio sensor.

Air-fuel ratio feedback control system including at least

In an air-fuel ratio feedback control system including at least one air-fuel ratio sensor downstream of a catalyst converter provided in an exhaust gas passage, an actual air-fuel ratio is controlled in accordance with the output of the downstream-side air-fuel ratio sensor. When at least one of the air-fuel ratio feedback control conditions for the downstream-side air-fuel ratio sensor is not satisfied the controlled air-fuel ratio is made an air-fuel ratio by an open loop control, while all the air-fuel ratio feedback control conditions for the downstream-side air-fuel ration sensor are satisfied the controlled air-fuel ratio is made the stoichiometric ratio (.lambda.=1) in accordance with the output of the downstream-side air-fuel ratio sensor. For a period after all the air-fuel ratio feedback control conditions for the downstream-side air-fuel ratio sensor are satisfied, the control by the output of the downstream-side air-fuel ratio sensor is prohibited, but, the controlled air-fuel ratio is made the stoichiometric ratio (.lambda.=1) by an open loop control or by the output of an upstream-side air-fuel ratio sensor.

The intake pressure and temperature of a Diesel engine equipped with a supercharger are sensed and the sensed intake pressure value is divided by the sensed intake temperature value to obtain an intake density. A value indicative of the intake density is divided by a value indicative of the air-excess ratio computed in accordance with the operating condition of the engine producing a smoke-limit injection amount. The smoke-limit injection amount is compared with the injection amount corresponding to a part-load condition of the engine and the smaller one of the values is applied to a linear solenoid for controlling the fuel injection amount adjusting member in the fuel injection pump of the engine.

Electric control apparatus for a fuel injection pump

In a diesel engine which includes an air intake system, an exhaust system, and an exhaust gas recirculation passage which recirculates part of the exhaust gases produced by the engine from the exhaust system to the air intake system, a control system for the recirculation of exhaust gases and the flow of intake air, having an intake air flow control valve mounted in the air intake passage, and a recirculated exhaust gas flow control valve, mounted in the exhaust gas recirculation passage, these two control valves being so coupled together that, as one of them opens progressively, the other closes progressively, and vice versa, so that exhaust gas recirculation ratio alters in substantially direct proportion to the amount of opening of the exhaust gas recirculation flow control valve.

Diesel engine exhaust gas recirculation and intake air flow control

In an internal combustion engine equipped with a fuel injection pump which has a movable fuel amount determining element, the position of which determines the amount of fuel provided for injection by the fuel injection pump, a pressure regulating valve is disclosed which is coupled to the movement of the movable fuel amount determining element and which provides an output fluid pressure which represents the position of this element, and therefore represents the load on the engine. The valve comprises a fixed orifice supplied with a constant fluid pressure, a fluid passage downstream of the fixed orifice, a pressure takeoff passage branching from the fluid passage, and a variable orifice downstream of the fluid passage whose effective opening area is varied according to the movement of the fuel amount determining element. Fluid flows from the upstream side of the fixed orifice through it, through the fluid passage, and through the variable orifice, in that order, the pressure of fluid at the point where the pressure takeoff passage branches from the fluid passage varying according to the position of the fuel amount determining element.

Fuel injection amount - fluid pressure conversion system

An exhaust-gas-recirculation system for use in diesel engines, having a valve member adapted to control the flow rate of the exhaust gas recirculated from the exhaust pipe to the intake pipe of the diesel engine. The exhaust-gas-recirculation system has a fly-weight rotatable in synchronization with the engine to produce a centrifugal force, a governor sleeve displaceable in response to a thrust thereon given by the fly-weight, a control spring counteracting the thrust on the governor sleeve and having a spring load changeable in response to the change in the amount of depression of an accelerator pedal, and an actuator operative in response to the displacement of the governor sleeve to actuate the valve member.

Exhaust-gas-recirculation system for use in diesel engines

An exhaust gas recirculation control system for particular application to a diesel engine, which includes a combination of a fuel injection pump having a movable fuel amount determining element whose position regulates the amount of fuel injected, a conversion device having a fixed orifice and a variable orifice provided downstream of the fixed orifice and whose effective opening area is varied according to the movement of the fuel amount determining element, whereby, when a constant fluid pressure is supplied to the fixed orifice, a fluid pressure which changes according to the amount of fuel injected is taken off at a middle portion between the fixed and variable orifices, and a fluid pressure actuator which operates an exhaust gas recirculation control valve by being energized by the fluid pressure taken off from the abovementioned middle portion.

Exhaust gas recirculation control system for an internal combustion

An exhaust gas recirculation control system for particular application to a diesel engine, which has an exhaust gas recirculation control valve, and a means for actuating the exhaust gas recirculation control valve, which positions the exhaust gas recirculation control valve selectively and steppedly at one of three states, that are: a first state in which it provides substantially zero exhaust gas recirculation ratio, a second state in which it provides a medium exhaust gas recirculation ratio, and a third state in which it provides a maximum exhaust gas recirculation ratio, according to the load on the engine, so that the valve is steppedly shifted from the third state toward the first state via the second state as engine load increases.

Three-step exhaust gas recirculation control system

An exhaust gas recirculation control valve for a diesel engine. The valve comprises a valve casing of a rectangular cross-sectional shape disposed in the intake line of the engine. A valve seat connected to an exhaust line of the engine via an EGR passageway is formed in a side wall of the rectangular-shaped valve casing. A valve member is arranged in the casing and then rotated about an axis located upstream of the valve seat in such a manner that the valve member is moved between a position wherein valve member closes the valve seat and another position wherein the plate closes the intake passageway. The valve member comprises a base portion of a flat shape and a guide portion which is inserted into the valve seat when the degree of opening of the valve member is small.

Exhaust gas recirculation for a diesel engine

An altitude compensation valve assembly comprising a housing structure having a bellows and a check valve unit. The check valve unit is supported for movement between a closed position, where communication between a fluid under pressure introduced into an inlet port of the valve assembly is discommunicated from the atmosphere, and an opened position where such communication is established. The check valve unit is normally biased towards the closed position and is moved towards the opened position when the pressure introduced through the inlet port exceeds a predetermined value determined in consideration with change in a altitude in which the valve assembly is operated to compensate for reduction in pressure resulting from change in altitude.

Altitude compensation valve assembly

Disclosed is an internal combustion engine comprising a carburetor and a secondary air feed control valve for feeding secondary air into the exhaust system of the engine from the air pump driven by the engines. The engine further comprises a temperature detector for indicating whether the warm-up of the engine is completed, and a gear position detector for indicating whether the shift gear of the transmission of the engine is in the top gear position. A relatively lean air-fuel mixture is fed into the cylinder of the engine and a relatively small amount of secondary air is fed into the exhaust system when the shift gear of the transmission is in the top gear position after completion of the warm-up of the engine.

Growing community of inventors

Susono, Japan

Tatehito Ueda