Nippon Soken, Inc.

Toyota Jidosha Kabushiki Kaisha

Toyota Jidosha Kogyo Kabushiki Kaisha

Denso Corporation

Nippondenso Co., Ltd.

Toshihiko Igashira

Yasuyuki Sakakibara

Seiko Abe

Hisasi Kawai

Toru Yoshinaga

Kazuhide Watanabe

Kiyonori Sekiguchi

Ken Nomura

Takeshi Tanaka

Seiji Morino

Shunzo Yamaguchi

Hiroshi Yorita

Akihiro Izawa

Kouichi Mori

Masahiro Takigawa

Taro Tanaka

Yasuhiro Takeuchi

Satoshi Hayashi

Yukihiro Natsuyama

Kenji Kanehara

Tohru Yoshinaga

Kiyohiko Watanabe

Toshihiro Takada

Shigeiku Enomoto

Yukihiro Shinohara

Hiroshi Hirayama

Ryuichi Matsushiro

Jun Yamada

Norihiko Nakamura

Takaaki Itou

Hidetaka Nohira

Masatoshi Kuroyanagi

Kazuhiro Sakurai

Kouji Yoshizaki

Toshikazu Ina

Yasutoshi Yamanaka

Masahiro Tomita

Hitoshi Yoshida

Masaaki Tanaka

Kimitaka Saito

Yasuhiko Ishida

Tetsuo Nagami

Masakatsu Sanada

Moriyasu Gotoh

Yasuyuki Kawabe

Michio Kawagoe

Nobuyuki Murate

Yoshihiro Tsuzuki

Mitsumasa Yamada

Masahiko Ogai

Osamu Fujishiro

Hiroyuki Fukunaga

Seikou Abe

Shigeo Sasao

Tokio Kohama

Koichi Ito

Noboru Takagi

Toshio Kondo

Hikaru Sugi

Eturo Yasuda

Hiromichi Yanagihara

Takaharu Idogaki

Nobuhiko Koyama

Kazuo Shinoda

Yoshiki Chujo

Takayuki Hayashi

Shuichi Matsumoto

Michihiro Ohashi

Masaki Takeyama

Kenichi Harada

Terutoshi Tomoda

Takehiko Kato

Shingo Morishima

Tatsuo Sugimoto

Noriaki Kawai

Minoru Iwata

Kazuto Maeda

Takashi Sato

Kenzi Iwamoto

Yutaka Miyamoto

Eiji Hashimoto

Masahiro Yamashita

Yasuhiro Horiuchi

Tadaaki Makino

Hiroshi Koide

Masayoshi Tokoro

Zenichiro Kato

Nobuhiko Shima

Michiyasu Moritsugu

Masao Wakayama

Shigeki Daido

Nobuo Imatake

Takao Komoda

Kenji Funai

Takeo Miyoshi

Yoshimi Natsume

Yoshihiro Narahara

Masanori Okada

Hiroshi Hosoi

Osamu Kito

A supplying unit supplies energy to an actuator so that the supplied energy is kept therein, making displacement the actuator. An interrupting unit interrupts the supply of energy to cause the actuator to discharge the kept energy, making displacement the actuator. A converting unit is adapted to convert the displacement of the actuator corresponding to the kept energy into hydraulic pressure applied to the valve member, moving the valve member to open the low pressure port and close the high pressure port. The convert unit converts the displacement of the actuator corresponding to the discharged energy into hydraulic pressure applied to the valve member, moving the valve member to open the high pressure port and close the low pressure port. Energy which the actuator requires to move the valve member so as to close the high pressure port is larger than energy which the actuator requires to move the valve member so as to open the low pressure port.

Hydraulic control device, system and method for controlling actuator device

A hydraulic control valve for a fuel injector for an automotive engine, which includes a piezoelectric actuator and a hydraulic valve mechanism. The hydraulic valve mechanism converts a mechanical deformation of the piezoelectric actuator produced as a result of application of a voltage into a hydraulic pressure to move a valve member for opening and closing a fluid port. The hydraulic valve mechanism is so designed that the piezoelectric actuator produces a maximum output force which works to develop the hydraulic pressure when opening the fluid port through the valve member and decreases after the fluid port is opened and which is set smaller than one-half of a maximum possible output force of the piezoelectric actuator under application of a maximum working voltage to said piezoelectric actuator, thereby ensuring a maximum movement of the valve member at high energy efficiency under application of the voltage within a working voltage range.

Hydraulic control valve and fuel injector using same

A fuel injector is provided which is designed to suppress unwanted vibrations of a nozzle needle-actuating piston, thereby avoiding the injection of an excess quantity of fuel. The fuel injector comprises an actuator and a displacement amplifying chamber filled with fluid to which a large-diameter piston and a small-diameter piston working as the nozzle needle-actuating piston are exposed. The displacement amplifying chamber works to amplify and transmit displacement of the large-diameter piston by the actuator to the small-diameter piston. The fuel injector also includes a stopper which restricts movement of the small-diameter piston toward the displacement amplifying chamber to a given range, thereby suppressing the unwanted vibrations of the small-diameter piston.

Structure of fuel injector for avoiding injection of excess quantity of fuel

A valve actuating device is provided which may be employed in fuel injectors for automotive internal combustion engines. The valve actuating device includes an actuator, a large-diameter piston displaced by said actuator, a small-diameter piston operating a valve, a displacement amplifying chamber filled with working fluid to amplify and transmit displacement of the large-diameter piston to the small-diameter piston, and a drain passage. The drain passage communicates with the displacement amplifying chamber through a pinhole for draining the working fluid within the displacement amplifying chamber, thereby enabling the pressure in the displacement amplifying chamber to be released in order to ensure the movement of the small-diameter piston when the valve actuating device is started.

Valve actuating device and fuel injector using same

In a fuel infection valve, a valve chamber of a three ways valve is selectively communicated to drain and high pressure conduits and also communicated, via a main orifice, to a control chamber for controlling valve opening and closing operations of a nozzle needle. The control chamber may be communicated via the main orifice and the valve chamber to the drain conduit or the high pressure conduit, when a valve body is driven by a piezo actuator to open or close the drain conduit and close or open the high pressure conduit. The control chamber is always communicated via a sub orifice to the high pressure conduit without bypassing the three ways valve. Accordingly, hydraulic pressure in the control chamber is slowly decreased at a valve opening time and is rapidly increased at a valve closing time so that a lift characteristic of the nozzle needle is improved.

Fuel injection valve

A fuel injection apparatus for an internal combustion engine is provided which is designed to control a fuel discharge from a fuel injection pump by regulating the quantity of fuel sucked into the fuel injection pump. The fuel injection pump is driven in synchronism with rotation of the engine to pressurize and supply the fuel to an accumulator chamber from which the fuel is injected into cylinders of the engine. The solenoid valve moves a valve member linearly to open and close a fluid path leading to the fuel injection pump. The controller actuates the solenoid valve in one of a first control mode when the engine speed is low and a second control mode when the engine speed is high. In the first control mode, a valve on-duration in which the solenoid valve is turned on to open the fluid path through the valve member and an area of the fluid path opened by the valve member are both controlled. In the second control mode, only the opened area of the fluid path is controlled. This achieves fine adjustment of quantity of fuel discharged from the fuel injection pump over a wide range of engine speeds.

Fuel injection system for internal combustion engine

By using a small heat accumulator installed in a cooling water system, malfunction of exhaust emission during warming up is prevented. Such a cooling system includes a cooling water passage for returning cooling water flowing from a cooling water outlet of an automotive engine to a cooling water inlet through a radiator, a first bypass passage for returning the cooling water just after flowing from the cooling water outlet to the cooling water inlet through the radiator, a second bypass passage for returning the cooling water just after flowing out from the cooling water outlet of the engine to the cooling water inlet through the radiator by supplying the cooling water near a heat-sensing portion of a thermostat, a flowing amount adjusting valve for enlarging a cooling water flowing ratio to the first bypass passage with respect to the second bypass passage corresponding to a reduction of a load of the engine and the heat accumulator installed through the first bypass passage.

Cooling system for an internal combustion engine

A common-rail fuel injection system for an engine includes a fuel injector having a nozzle hole. A common rail stores high-pressure fuel. The common rail is connected to the fuel injector to feed the high-pressure fuel thereto. A movable nozzle needle disposed in the fuel injector blocks and unblocks the nozzle hole in accordance with movement thereof. A back pressure control chamber defined in the fuel injector is connected to the common rail to receive the high-pressure fuel therefrom. The nozzle needle is urged in a direction of blocking the nozzle hole in response to a pressure in the back pressure control chamber. A fuel chamber defined in the fuel injector is connected to the common rail to receive the high-pressure fuel therefrom. The nozzle needle is urged in a direction of unblocking the nozzle hole in response to a pressure in the fuel chamber. A fuel-pressure-responsive 2-way valve controls the pressure in the back pressure control chamber. An electromagnetic valve changes a state of the fuel-pressure-responsive 2-way valve. The fuel injector and the fuel-pressure-responsive 2-way valve are combined into a single unit. The electromagnetic valve is separate from the fuel injector.

Common-rail fuel injection system for an engine

An electrically heating catalytic apparatus that quickly heats catalyst to an activation temperature even when the engine is started at a low temperature below the catalyst activation temperature. The apparatus employs an electrically conductive catalyst carrier that is electrically heated. The carrier is provided with local hot spots to be energized. Since the heat is locally generated, the heat capacity of the catalyst carrier is small to shorten a temperature increasing time.

Electrically heated catalytic apparatus

A lubricating apparatus is disclosed for use in an engine having a crankshaft, at least one bearing for the crankshaft, and an oil pan for storing a lubricating oil reserve. The apparatus comprises a pump for pumping the oil up from the oil pan, an oil passage for providing fluid communication between a discharge port of the pump and the bearing to supply the oil to the bearing, and an oil recirculation passage for providing communication between the bearing and an inlet port of the pump to return the oil at the bearing to the pump. The apparatus further includes a temperature activated valve assembly along the recirculation passage. The valve assembly allows the oil to return from the bearing to the pump through the oil recirculation passage, when the temperature of the engine is below a predetermined temperature.

Lubricating apparatus for an engine

A solenoid valve provided with a relief passage by means of which a high-pressure side and a low-pressure side communicate with each other for use, for example, in combination with a fuel injection pump, comprises a valve element capable of being advanced into and retracted from the relief passage, a first compression spring for biasing the valve element in the retracting direction, an armature attached to the rear end of the valve element, an electromagnet for attracting the armature to disconnect the high-pressure side and the low-pressure side from each other by advancing the valve element into the relief passage against the resilience of the first compression coil spring, and a second compression coil spring for holding the armature in a predetermined position close to the electromagnet against the biasing force of the first compression coil spring when the electromagnet is demagnetized.

Solenoid valve

A fuel injection apparatus in which the state of vaporization of the fuel in the internal combustion engine is improved by making the fuel spray injected from the fuel injector not strike the umbrella portion of the intake valve from the front, but be oriented to a position shifted to the right or left of the stem so that the majority of the spray flows in to a valve seat clearance of an annular groove shape formed between the valve face and the valve seat and causes a swirl in the same. The wet amount of the fuel depositing as a liquid film on the umbrella portion and the inner surface of the intake port, which is difficult to evaporate, is reduced.

Fuel injection apparatus

A bent portion (adsorption box) is formed in part of an exhaust pipe connecting exhaust ports and a catalyst for purifying HC or the like in the exhaust gas, and a HC adsorbent of a honeycomb structure is placed forward with respect to the direction in which the exhaust gas travels straight without turning at the bent portion. The exhaust gas flowing from the exhaust ports, turns, and flows into the exhaust pipe, but HC having a large particle size travels straight along rectifier blades to be adsorbed by the HC adsorbent and held for a while. During such process, the catalyst connected to the exhaust pipe is heated up to be activated, thereby for purifying the HC or the like which is desorbed by the temperature rise of the adsorbent. Another HC catalyst may be carried in the front of the adsorbent that is easily heated to a high temperature, or an EGR passage including an EGR control valve may be connected downstream from the adsorbent.

Exhaust gas purification apparatus

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Toyokawa, Japan

Toshihiko Igashira