Toyota Jidosha Kabushiki Kaisha

Tomoyuki Ono

Shinobu Ishiyama

Koichiro Nakatani

Tomoyuki Kogo

Terutoshi Tomoda

Katsuhiro Ito

Yoshihiro Hisataka

Akira Yamashita

Tomihisa Oda

Shigeki Nakayama

Motoichi Murakami

Teruhiko Miyake

Michio Furuhashi

Masayoshi Nakagawa

Toshihide Ohmori

Yasuo Harada

Hiroshi Moritani

Masaaki Kobayashi

Hiroki Matsuoka

Hiroki Murata

Daisuke Shibata

Naofumi Magarida

Kotaro Hayashi

Isao Matsumoto

Takao Fukuma

Toshio Suematsu

Souichi Matsushita

Akio Matsunaga

Tomomi Onishi

Hiroyuki Haga

Hajime Shimizu

Masahiro Nagae

Yukihiro Tsukasaki

Akihiko Negami

Yasuhiro Ohtsubo

Yasuhiko Ohtsubo

Yoshitsugu Suzuki

Akihiro Negami

A dynamic damper for suppressing vibration generated by a gear attached to a rotation shaft, the dynamic damper, includes: a mass body that is disposed inside a rotation shaft having a hollow shape and extends along a shaft center of the rotation shaft; and an elastic body that couples the mass body to the rotation shaft. Further, a flow path for lubricating liquid to flow is provided between an inner peripheral surface of the rotation shaft and the mass body, and the flow path is formed by the inner peripheral surface of the rotation shaft at an axial position where the elastic body is disposed.

Dynamic damper

A dynamic damper includes: a mass body that is disposed inside a rotation shaft and extends along a shaft center of the rotation shaft; and an elastic body interposed between the mass body and the rotation shaft. Further, the mass body is allowed to vibrate to a linear motion state, the elastic body includes: first and second contact surfaces, when the gear generates vibration so as to fall from a radial direction of the rotation shaft to an axial direction side of the rotation shaft, compressive stress acts on the elastic body by the mass body vibrating so as to push the first contact surface in response to the vibration, and when the gear generates vibration along the axial direction, compressive stress acts on the elastic body by the mass body coming in the linear motion state and vibrating so as to push the second contact surface.

A crank cap assembly including a single crank cap rotatably supporting a crankshaft includes: a fastening member fastened to the crank cap, a mass member; and an elastic rubber member elastically attaching the mass member to the crank cap. The elastic rubber member includes a first rubber part arranged between the fastening member and the mass member and a second rubber part arranged between the crank cap and the mass member. The first rubber part and the second rubber part are arranged to be aligned in the mounting direction when attaching the crank cap to an engine body, and the elastic rubber member is formed so that a length in the mounting direction is longer than a maximum length in a cross-section of the elastic rubber member perpendicular to the mounting direction.

Crank cap assembly

A crank cap assembly provided with a crank cap rotatably supporting a crankshaft includes a mass portion, two cap bolts fixing the crank cap to an engine body, and an elastic supporter disposed between the two cap bolts. The elastic supporter elastically supports the mass portion with respect to the crank cap in an axial direction of the crankshaft.

Crank cap assembly and internal combustion engine

A control device for an internal combustion engine includes an electronic control unit. The electronic control unit is configured to control an injection amount and an injection timing of fuel to a target injection amount and a target injection timing set based on an engine operation state, detect an ignition timing of fuel based on a vibration component of an engine body in a specific frequency bandwidth, and correct at least one of the target injection amount and the target injection timing based on a deviation between the detected ignition timing and a target ignition timing according to the engine operation state. The specific frequency bandwidth is a bandwidth on a low frequency side of a frequency bandwidth where the engine body undergoes elastic vibration.

Control device for internal combustion engine and control method for internal combustion engine

A control device for a compression-ignited internal combustion engine includes a nozzle that includes plural injection holes arranged at intervals in the circumferential direction and that directly injects fuel to a combustion chamber, a piston that includes a cavity with an inner circumferential side surface to which a distance from the nozzle varies in the circumferential direction, a first injection hole for injecting fuel to a portion of the inner circumferential side surface to which the distance from the nozzle is the largest out of the plural injection holes, a second injection hole for injecting fuel to a portion of the inner circumferential side surface to which the distance from the nozzle is the smallest out of the plural injection holes, a detection unit that detects a heat release rate in the combustion chamber, and a control unit that determines which of the first and second injection holes is abnormal.

Control device for compression-ignited internal combustion engine

A compression ignition internal combustion engine includes: a cylinder block and a cylinder head; a piston including a cavity that defines a combustion chamber in cooperation with the cylinder block and the cylinder head; and a nozzle for injecting fuel into the combustion chamber.

Compression ignition internal combustion engine

A control apparatus for an internal combustion engine includes phase change means () for advancing or retarding phases of an opening timing and a closing timing of an intake valve (); duration change means () for increasing or decreasing a duration of the intake valve (); and EGR gas amount increase means () for increasing an amount of EGR gas, based on an operating state of an internal combustion engine. The control apparatus further includes intake-valve closing timing advancing means () for advancing the intake-valve closing timing when the amount of EGR gas is increased. The intake-valve closing timing advancing means () advances the intake-valve closing timing by performing a first operation that advances the phases using the phase change means (), and performing a second operation that decreases the duration using the duration change means (), and makes a timing at which the second operation is started later than a timing at which the first operation is started.

Control apparatus and control method for internal combustion engine

Disclosed is a technology that enables better reduction of NOx stored in an NOx catalyst in an exhaust gas purification system for an internal combustion engine. When NOx stored in an NOx catalyst is to be reduced, the air-fuel ratio of the ambient atmosphere around the NOx catalyst is decreased to a target air-fuel ratio by decreasing the air-fuel ratio of the exhaust gas discharged from the internal combustion engine. In doing so, if the temperature of the NOx catalyst is not lower than a specific temperature, the air-fuel ratio of the ambient atmosphere around the NOx catalyst is decreased to the target air-fuel ratio while bringing the combustion state into low temperature combustion. On the other hand, if the temperature of the NOx catalyst is lower than the specific temperature, the air-fuel ratio of the ambient atmosphere around the NOx catalyst is decreased to the target air-fuel ratio while decreasing the quantity of EGR gas in a cylinder so that the amount of generated smoke is kept within an allowable range.

Exhaust gas purification system for internal combustion engine

An object of the present invention is to provide a technology that enables reduction of NOx stored in an NOx catalyst with improved efficiency in an exhaust gas purification system for an internal combustion engine. According to the present invention, when NOx stored in the NOx catalyst is to be reduced, if the temperature of the NOx catalyst is lower than a specific temperature, the air-fuel ratio of the ambient atmosphere around the NOx catalyst is decreased only by decreasing the air-fuel ratio of the exhaust gas discharged from the internal combustion engine, and if the temperature of the NOx catalyst is not lower than the specific temperature, the air-fuel ratio of the ambient atmosphere around the NOx catalyst is decreased either only by adding reducing agent through reducing agent addition means, or by decreasing the air-fuel ratio of the exhaust gas discharged from the internal combustion engine and adding reducing agent through the reducing agent addition means.

A control apparatus for an internal combustion engine () includes intake valve control means (). The internal combustion engine () includes a variable intake valve operating mechanism () that changes a valve opening characteristic of an intake valve (), and rich combustion is performed in the internal combustion engine () to control an exhaust gas purification catalyst () disposed in an exhaust passage (). The intake valve control means () controls the valve opening characteristic of the intake valve () to increase a flow rate of intake air in an early stage of an intake stroke when the rich combustion is performed, as compared to when non-rich combustion is performed.

During a rich spike control for an exhaust gas purification system for an internal combustion engine, a base air-fuel ratio AFb is decreased in a range where a combustion variation &#x394;CC does not exceed a permissible limit &#x394;CCL (S). When the combustion variation &#x394;CC exceeds the permissible limit &#x394;CCL, the spike base air-fuel ratio AFbs is increased (S). When the torque decrease amount &#x394;TD is above the permissible value &#x394;TDL, the spike base air-fuel ratio AFbs is decreased (S). When the combustion variation &#x394;CC is above the permissible limit &#x394;CCL, and the torque decrease amount &#x394;TD is above the permissible value &#x394;TDL, the spike base air-fuel ratio AFbs is increased, and a fuel discharge time number EN is increased (S).

Exhaust gas purification system for internal combustion engine and control method for same

A control apparatus for an internal combustion engine, which can generate exhaust pressure pulsation at an early period while suppressing the degradation of volumetric efficiency, when a request to enhance the exhaust pressure pulsation is made in the internal combustion engine which includes a variable valve mechanism that makes variable a valve overlap period, and a variable nozzle type turbocharger.

Control apparatus for internal combustion engine

An internal combustion engine control apparatus that prevents an abrupt change in the air amount at the time of supercharger switching. The control apparatus enters a small turbo operating state in which a small turbocharger is mainly operative, during relatively low-rotation-speed and low-load side, and enters a large turbo operating state in which a large turbocharger is mainly operative, in a relatively high-rotation-speed and high-load. In the small turbo operating state, the control apparatus can exercise charging efficiency enhancement control by using a scavenging effect. Before switching from the small turbo operating state to the large turbo operating state, the control apparatus predicts whether the large turbocharger will build up its boost pressure quickly or slowly. When slow boost pressure is predicted, the control apparatus exercises charging efficiency enhancement control to provide a low degree of charging efficiency enhancement.

An exhaust gas recirculation system includes a high-pressure EGR unit; a low-pressure EGR unit; a high-pressure EGR valve; a low-pressure EGR valve; and an EGR control unit that adjusts the opening amount of the high-pressure EGR valve to a required value for achieving the target EGR rate based on the characteristics of the exhaust gas in the low-pressure EGR passage before the operation mode is changed, and that maintains the required value during a period from when the operation mode is changed until when the low-pressure EGR gas is changed to the exhaust gas discharged from the internal combustion engine in the post-change operation mode.

Growing community of inventors

Sunto-gun, Japan

Tomoyuki Ono