Toyota Jidosha Kogyo Kabushiki Kaisha

Nippon Soken, Inc.

Toyota Jidosha Kabushiki Kaisha

Nippondenso Co., Ltd.

Kabushiki Kaisha Tokai Rika Denki Seisakusho

Yasuhiko Ishida

Shunzo Yamaguchi

Masashi Kida

Eturou Katahira

Toshihiko Igashira

Hideo Miyagi

Seiko Abe

Kiyohiko Oishi

Ken Nomura

Hisasi Kawai

Toshio Tanahashi

Norihiko Nakamura

Tokio Kohama

Toshikazu Ina

Hideto Takeda

Nobuaki Wakita

Akira Nishimatsu

Eishi Ohno

Taiichi Mori

Tamotsu Horiba

Yushiro Yasuda

Shigeyuki Hikita

Masato Yokota

Kenichirou Takama

Nobuo Ri

Souichi Matsusita

A fuel injector comprising a needle valve and a stop member cooperating with the needle valve. The stop member selectively controls the maximum amount of lift of the needle valve to provide a smaller maximum lift or a larger maximum lift thereof whereby, when the required amount of fuel to be injected by the fuel injector is small, the needle valve is lifted to the smaller maximum lift, and when the required amount of fuel is large, the needle valve is lifted to the larger maximum lift.

Fuel injector

An exhaust particle cleaning device for a diesel engine includes a trap case provided in a flow conduit for the exhaust gas. A filter is disposed in the trap case so that carbon particles or other exhaust particles contained in the exhaust gas can be caught in the filter material when the exhaust gas is passed through the filter. A plurality of electric heating wires are spread over the upstream end face of the filter so that the exhaust gas passes through the areas defined between the plurality of heating wires. These heating wires are supported by insulator arms so as to maintain a predetermined small gap between the heating wires and the upstream end face of the filter.

Exhaust gas cleaning device for diesel engines

An exhaust particulate cleaning device for a diesel engine comprising a trap case which is located in a passageway of the exhaust gas and which has therein a filter material for trapping the exhaust particulates contained in the exhaust gas, an electric heater for igniting and burning the exhaust particulates trapped in the filter material, a larger bypass passage of the exhaust gas bypassing the trap case, and a control valve in the bypass passage for opening and closing the bypass passage.

In an exhaust gas recirculation system including a recirculation passage to provide a communication between an intake pipe and an exhaust pipe of an internal combustion engine, a flow control valve associated with a pneumatic servomotor to control the quantity of exhaust gas flowing through the recirculation passage in accordance with the pneumatic pressure applied to the servomotor, and first and second electrically operated valves to selectively apply negative pressure and the atmospheric pressure to the servomotor, a digital computer is adapted to calculate a desired opening degree of the flow control valve in response to an electric signal indicative of operating conditions of the engine, to calculate each energization time of the valves defined by a difference between the actual opening degree of the flow control valve and the calculated value in response to an electric signal indicative of the actual opening degree of the flow control valve, and to generate an output signal indicative of the calculated energization time.

Exhaust recirculation system for internal combustion engines

A suction heating device for an internal combustion engine including a first metal member having a planar portion and a cylindrical portion extending from the flat portion for defining a passage for a fuel-air mixture, and a second metal member having a planar portion and a cylindrical portion extending from the planar portion and arranged outside the cylindrical portion of the first metal member with a predetermined spacing. The two cylindrical portions are joined to each other at the end to provide a casing for mounting therein a ceramic heater of positive temperature coefficient characteristic having a specific Curie point.

Air-fuel mixture heating device for internal combustion engine

A fuel mixture heating device of an internal combustion engine having a downdraft type carburetor mounted on the collecting portion of the intake manifold. A hollow cylindrical body having a radially outwardly extending flange is arranged at the lower end of the air horn of the carburetor. A plurality of PTC elements is arranged to be in contact with the flange of the hollow cylindrical body for heating the inner wall of the hollow cylindrical body.

Fuel mixture heating device of an internal combustion engine

A fuel evaporator comprises a metal member composed of a pipe portion and a flange portion, a heating element made of PTC ceramic, which is closely adhered to the metal member and an electric connector for electrically connecting the heating element and an electric power source. The metal member is supported by an insulating member which is interposed between an air-fuel passage and an intake manifold. The fuel film flow flowing downwards along the wall of the air-fuel passage is received by the flange portion of the metal member and is heated by the heat transmitted from the heating element. Consequently, unvaporized fuel is effectively evaporated.

Fuel evaporator for internal combustion engine

An internal combustion engine having a plurality of cylinders which are divided into a first cylinder group and a second cylinder group. The engine comprises a first throttle valve and a second throttle valve for controlling the amount of combustible mixture fed into the first cylinder group and the second cylinder group, respectively. The engine further comprises a first actuating means for rotating the first throttle valve faster when the engine load is low than when engine load is high, and for rotating the second throttle valve only when the engine load level is higher than a predetermined level. This first actuating means is energized only when the engine temperature is higher than a predetermined value. The engine further comprises a second actuating means for rotating both of the first and second throttle valves in accordance with the engine load level. This second actuating means is energized only when the engine temperature is equal to or lower than the above-mentioned predetermined value. Furthermore, the engine comprises control means for fully opening the second throttle valve and for stopping the supply of fuel to the second cylinder group, when the engine load level is lower than the above-mentioned level. This control means is energized only when the first actuating means is energized.

Split operation type multi-cylinder internal combustion engine

An internal combustion engine comprising a carburetor having a throttle valve arranged in the main intake passage. The throttle valve comprises a rigid valve body of a circular shape and at least one deformable valve plate of a semielliptical shape. The inner end of the valve plate is fixed onto the rear face of the valve body so that the peripheral outer edge of the valve plate projects outwardly from the peripheral outer edge of the valve body. When the opening degree of the throttle valve becomes small, the valve plate comes into engagement with the inner wall of the main intake passage and is bent to form a valve space between the valve body and the valve plate. An auxiliary intake passage is additionally provided. The inlet of the auxiliary intake passage is so arranged that it opens into the valve space which is formed when the opening degree of the throttle valve becomes small. The outlet of the auxiliary intake passage is connected to the main intake passage located downstream of the throttle valve at a position near the intake valve.

Intake system of an internal combustion engine

An apparatus for improving atomization of fuel in an internal combustion engine, which apparatus has a pressure accumulation chamber connected to an intake passageway of the engine via a one-way valve and a first passageway of large flow area. The pressure accumulation chamber is also connected to the intake passageway via a second passageway of small flow area. The pressure accumulation chamber is maintained at a pressure which is close to a maximum pressure in the intake passageway. Thus, a fluid is intermittently ejected from the second passageway of small flow area into the intake passageway, thereby atomizing fuel of liquid condition therein.

Apparatus for atomizing fuel in an internal combustion engine

An internal combustion engine having a plurality of cylinders which is divided into a first cylinder group and a second cylinder group. The engine comprises first and second air control means for controlling an amount of intake air fed into the first and second cylinder groups, respectively, and first and second fuel supply means for supplying the first and second cylinder groups with fuel. The second air control means allows inflow of air into the second cylinder group when the level of the load of the engine is lower than a predetermined level. The second fuel supply means supplies an amount of fuel in accordance with the amount of intake air passing through a second intake passage of the second cylinder group when the level of the load of the engine is higher than the predetermined level, and stops the fuel supplying operation when the level of the load of the engine is lower than the predetermined level. The engine further comprises an actuating means for increasing an amount of intake air passing through the first air control means in accordance with an increase in the level of the load of the engine, and for increasing an amount of intake air passing through the second air control means in accordance with an increase in the level of the load of the engine when the level of the load of the engine exceeds the predetermined level. The increasing speed of the amount of intake air passing through the second air control means is controlled higher than the increasing speed of the amount of intake air passing through the first air control means.

Disclosed is a split operation type internal combustion engine having a plurality of cylinders which are divided into a first cylinder group and a second cylinder group. The cylinders of the first cylinder group are connected to a first common intake manifold equipped with a first carburetor, and the cylinders of the second cylinder group are connected to a second common intake manifold equipped with a second carburetor. The second intake manifold is connected to the atmosphere via a bypass passage, and an air valve is arranged in the bypass passage. A first gear actuated by the accelerator pedal is operatively connected to the first throttle valve of the first carburetor and intermittently engaged with a second gear connected to the second throttle valve of the second carburetor. The firing operation is always carried out in the first cylinder group. When the level of the vacuum produced in the first intake manifold is greater than a predetermined level, the second throttle valve remains closed, and the air valve remains fully opened. At this time, air is fed into the second cylinder group. When the level of the vacuum produced in the first intake manifold is reduced below the predetermined level, the first gear comes into engagement with the second gear for opening the second throttle valve and, at the same time, the air valve is closed so that the firing operation is started in the second cylinder group.

Disclosed is a split operation type internal combustion engine having a plurality of cylinders which are divided into a first cylinder group and a second cylinder group. The cylinders of the first cylinder group are connected to a first common intake manifold equipped with a first carburetor, and the cylinders of the second cylinder group are connected to a second common intake manifold equipped with a second carburetor. The second intake manifold is connected to the exhaust manifold via a bypass passage, and an exhaust valve is arranged in the bypass passage. A first gear actuated by the accelerator pedal is operatively connected to the first throttle valve of the first carburetor and intermittently engaged with a second gear connected to the second throttle valve of the second carburetor. The firing operation is always carried out in the first cylinder group. When the level of the vacuum produced in the first intake manifold is greater than a predetermined level, the second throttle valve remains closed, and the exhaust valve remains fully opened. At this time the exhaust gas is fed into the second cylinder group. When the level of the vacuum produced in the first intake manifold is reduced below the predetermined level, the first gear comes into engagement with the second gear for opening the second throttle valve and, at the same time, the exhaust valve is closed so that the firing operation is started in the second cylinder group.

In a device for purifying the exhaust gases discharged from an internal combustion engine of the type having a secondary air supply pipe for charging the secondary air from an air source such as an air pump into an exhaust pipe upstream of an exhaust gas reactor or the like, a three-way valve is inserted in the supply pipe in such a manner that the three-way valve may be displaced between a first position at which the air source and the exhaust pipe are communicated with each other and a second position at which the communication between them is interrupted and the secondary air is relieved or returned to the air source bypassing the exhaust pipe; an air-fuel ratio sensor is inserted into the exhaust pipe downstream of the opening of the secondary air supply pipe into the exhaust pipe; and means for controlling the three-way valve is provided so that when the air-fuel ratio detected by the sensor is lower than a reference or optimum ratio at which the best performance of the reactor is expected the three-way valve is caused to move to the first position, whereas when the sensed air-fuel ratio exceeds the reference ratio, the three-way valve is caused to move to the second position, whereby the air-fuel ratio may be controlled with a higher degree of accuracy.

Device for purifying exhaust gases from internal combustion engine

A secondary air supply pipe line is opened in the exhaust pipe of an internal combustion engine on the upstream side of an exhaust gas reactor which is mounted in the exhaust pipe, and an air-fuel ratio sensor for detecting the air-fuel ratio of exhaust gases is mounted in the exhaust pipe on the downstream side of the portion where the secondary air supply pipe line is open. An air flow control valve for on-off controlling the flow of air in the secondary air supply pipe line is operated in accordance with the output signal of the air-fuel ratio sensor. When the air-fuel ratio of the exhaust gases is low the secondary air supply pipe line is fully opened by the air flow control valve in response to the output signal of the air-fuel ratio sensor, whereas when the air-fuel ratio of the exhaust gases is high the secondary air supply pipe line is fully closed by the air flow control valve in response to the output signal of the air-fuel ratio sensor, whereby maintaining the air-fuel ratio of exhaust gases supplied to the exhaust gas reactor at a predetermined value.

Growing community of inventors

Mishima, Japan

Yasuhiko Ishida