Toyota Jidosha Kabushiki Kaisha

Denso Corporation

Kabushiki Kaisha Toyota Chuo Kenkyusho

Nippon Soken, Inc.

Yoshifumi Wakisaka

Fumio Shimizu

Kiyomi Nakakita

Akio Kawaguchi

Hidemasa Kosaka

Reona Takagishi

Takumi Hijii

Takashi Koyama

Koichi Nakata

Shigeki Nakayama

Masakazu Murase

Manabu Tateno

Yoshihiro Hotta

Kiyomi Kawamura

Naoki Nishikawa

Toshio Horie

Makoto Koike

Yoshimasa Watanabe

Taro Aoyama

Masaaki Tani

Yoshihiro Nomura

Yoshihisa Yamamoto

Hideo Yamashita

Hiroshi Makino

Hiroki Iguma

Hiroshi Hohjo

Koji Kitano

Ryo Hasegawa

Kazuhisa Inagaki

Matsuei Ueda

Hirokuni Tomita

Ichiro Sakata

Keisuke Tanaka

Minaji Inayoshi

Ryouta Yatsuduka

Shinya Iida

The present embodiment relates to an internal combustion engine having an anodic oxide coating formed on at least a portion of an aluminum-based wall surface facing a combustion chamber. The anodic oxide coating has a plurality of nanopores extending substantially in the thickness direction of the anodic oxide coating, a first micropore extending from the surface toward the inside of the anodic oxide coating, and a second micropore present in the inside of the anodic oxide coating; the surface opening diameter of the nanopores is 0 nm or larger and smaller than 30 nm; the inside diameter of the nanopores is larger than the surface opening diameter; the film thickness of the anodic oxide coating is 15 &#x3bc;m or larger and 130 &#x3bc;m or smaller; and the porosity of the anodic oxide coating is 23% or more.

Internal combustion engine

A forming method of a thermal insulation film includes a first step of forming an anode oxidation coating film on an aluminum-based wall surface, the anode oxidation coating film including micro-pores each having a diameter of micrometer-scale and nano-pores each having a diameter of nanometer-scale; and a second step of coating a surface of the anode oxidation coating film with a sealant containing filler to seal at least part of the micro-pores and the nano-pores by the sealant so as to form the thermal insulation film.

Forming method of thermal insulation film and internal combustion engine

In an internal combustion engine in which an anodic oxide film () is formed on part or all of a wall surface facing a combustion chamber, the anodic oxide film () has a thickness of 30 &#x3bc;m to 170 &#x3bc;m, the anodic oxide film () has first micropores () having a micro-size diameter, nanopores having a nano-size diameter and second micropores () having a micro-size diameter, the first micropores () and the nanopores extending from a surface of the anodic oxide film () toward an inside of the anodic oxide film () in a thickness direction of the anodic oxide film () or substantially the thickness direction, the second micropores () being provided inside the anodic oxide film (), at least part of the first micropores () and the nanopores are sealed with a seal () converted from a sealant (), and at least part of the second micropores () are not sealed.

Internal combustion engine and manufacturing method therefor

In a spark ignition engine, a thermal insulation thin layer is formed over a wall surface, facing an inside of a combustion chamber, of a base material forming the combustion chamber, and for a thermal conductivity &#x3bb; [W/(m&#xb7;K)], a thermal diffusivity &#x3ba; [mm/s], and a thickness L [&#x3bc;m] of the thermal insulation thin layer, L&#x2267;16.7&#xd7;&#x3bb; and L&#x2266;207.4&#xd7;(&#x3ba;)are satisfied. With such a configuration, a heat loss Q_total escaping from gas in a cylinder to the wall of the combustion chamber over all strokes can be reduced, and the thermal efficiency can be improved without inducing degradation of knocking due to an increase in an amount of heating Q_intake of the gas in the cylinder during an intake stroke.

Spark ignition type internal combustion engine

An internal combustion engine having an anodic oxidation coating formed on at least a part of a wall surface that faces a combustion chamber, wherein the anodic oxidation coating has voids and nano-holes smaller than the voids; at least part of the voids are sealed with a sealant derived by converting a sealing agent; and at least a part of the nano-holes are not sealed.

Internal combustion engine and method for manufacturing the same

An internal combustion engine in which an anodic oxidation coating film is formed on all or a portion of a wall that faces a combustion chamber, wherein the anodic oxidation coating film has a structure that is provided with a bonding region in which each of hollow cells forming the coating film is bonded to the adjacent hollow cells, and a nonbonding region in which three or more adjacent hollow cells are not bonded to each other, and wherein a porosity of the anodic oxidation coating film is determined by a first void present in the hollow cell and a second void that forms the nonbonding region.

Internal combustion engine and method of producing same

A needle is forced to open an injection hole by reducing a pressure of fuel in an injection control chamber to thereby inject fuel stored in a fuel storage, while the needle is forced to close the injection hole by increasing the pressure of fuel in the injection control chamber to thereby terminate injection of fuel from the injection hole. In a valve-closing stroke of the needle to close the injection hole, fuel pressure is supplied from a common accumulator to the fuel storage and the injection control chamber in such a manner that the pressure to supply fuel to the fuel storage is lower than that to supply fuel to the injection control chamber. In this way, a force acting on the needle toward the injection hole side can be increased in the valve-closing stroke, to thereby accelerate a valve-closing speed of the needle.

Fuel injection device

In a direction control valve, a bottom face of an insertion hole of a first movable member is at a predetermined distance from a second movable member with respect to a first axial direction when communication between a first communication switching port and a communication object port is made and communication between a second communication switching port and the communication object port is broken. The bottom face contacts and pushes the second movable member in a second axial direction opposite to the first axial direction after the first movable member moves in the second axial direction by the predetermined distance while the first and second movable members move in the second axial direction to switch a port communicating with the communication object port from the first communication switching port to the second communication switching port.

Direction control valve

A pressure boosting unit () is provided in each fuel injection valve of an engine (). A pressure of fuel to be supplied to the fuel injection valve from a common rail () is boosted as required. An ECU () causes low pressure injection to be performed with the pressure boosting unitbeing in a non-operated state, and high pressure injection to be performed with the pressure boosting unit () being in an operated state, and the pressure of the fuel being maintained at a boosted pressure. Based on the result, the ECU () corrects a fuel injection period of the fuel injection valve. Also, after the correction of the fuel injection period is completed, fuel injection is performed before the pressure of the fuel reaches the boosted pressure after the pressure boosting unit starts to be operated. Based on the result, operation starting timing of the pressure boosting unit is adjusted.

Fuel injection amount correction method for pressure boosting fuel injection apparatus

A gas-mixture-ignition-time estimation apparatus for an internal combustion engine estimates the temperature of a premixed gas mixture for PCCI combustion (i.e., cylinder interior temperature Tg), while relating it to the angle CA, on the basis of a state quantity of the cylinder interior gas at the time of start of compression (CAin) (heat energy of the cylinder interior gas at the time of start of compression), the amount of a change in the state quantity of the cylinder interior gas attributable to compression in a compression stroke (minute piston work), and the heat generation quantity of a cool flame generated in PCCI combustion prior to autoignition (hot flame) (cool flame heat generation quantity Aqlto). A time when the cylinder interior temperature Tg reaches a predetermined autoignition start temperature Tig is estimated as an autoignition start time (Caig) of the premixed gas mixture related to PCCI combustion. Since the cool flame heat generation quantity Oqlto is taken into consideration, the autoignition start time related to PCCI combustion can be estimated accurately.

Gas-mixture-ignition-time estimation apparatus for internal combustion engine, and control apparatus for internal combustion engine

In fuel injector including an accumulator and an intensifier, fuel is injected such that an injection control valve and a piston control valve are individually controlled, an operational phase difference therebetween is regulated, and at least one of a maximum injection pressure, a rate of increase of an injection pressure at the start of an increase of pressure, a rate of decrease of the injection pressure at the completion of injection, a pilot injection pressure, and an after injection pressure of fuel injected from a fuel injection nozzle is arbitrarily changed. Namely, a pressure during a movement from a base common rail pressure of the accumulator to a static maximum pressure statically determined by an operation of the intensifier is positively used as a control factor of injection, whereby a fuel injection pattern can be implemented with an extremely high degree of freedom.

Fuel injection method in fuel injector

A fuel injection device is provided which can inject fuel by very high injection pressure and can realize favorable combustion and exhaust characteristics, and moreover, enables performance of fuel injection with arbitrary fuel injection patterns. In the fuel injection device, the protrusionis provided at a distal end portion of the piston control valvewhich is provided at the pressure intensifier, can change a practical opening area of the fuel flow pathto the cylinderin accordance with movement of the piston control valve, and can control inflow amounts of liquid fuel that is flowed into the cylinderby the piston control valve(does orifice control). Thus, control of injection rates and injection pressures of fuel that is injected from the fuel injection nozzleis enabled, and fuel injection patterns can be realized with an extremely high degree of freedom.

Fuel injection apparatus

Growing community of inventors

Aichi-gun, Japan

Yoshifumi Wakisaka