Toyota Jidosha Kabushiki Kaisha

Kabushiki Kaisha Toyota Chuo Kenkyusho

Denso Corporation

Other

Nippon Soken, Inc.

Yoshihiro Hotta

Kiyomi Nakakita

Yoshifumi Wakisaka

Kiyomi Kawamura

Takayuki Fuyuto

Kazuhisa Inagaki

Takashi Shimazu

Shuzou Sanda

Yasuhiro Ohmiya

Ichiro Sakata

Minaji Inayoshi

Shizuo Sasaki

Kouji Yoshizaki

Hiroki Murata

Makoto Koike

Yoshimasa Watanabe

Taro Aoyama

Yoshihisa Yamamoto

Yoshihiro Nomura

Kazuhiro Akihama

Yoshinori Futonagane

Kazuhiro Omae

Ryou Masuda

Hirokuni Tomita

Hidemasa Kosaka

Masao Kinoshita

Yoshiki Hashimoto

Nobuki Kobayashi

Shoji Nakahara

Shinya Iida

An ignition device for an internal combustion engine is provided which improves ignition while reducing electric power consumption. An ignition device for an internal combustion engine includes an ignition plug that is placed with a tip exposed on an end in an axial direction of a combustion chamber formed in a cylinder and that includes a central electrode and a grounding electrode provided opposing each other at the tip, and a magnetic field former that forms a magnetic field in a direction in which a magnetic field vector substantially vertically passes through an approximate two-dimensional plane including a spark discharge path formed, by a gas flow ejected to the end in the axial direction of the combustion chamber, between the central electrode and the grounding electrode, and extending in an approximate U shape in a direction orthogonal to the opposing direction of the electrodes.

Ignition device for internal combustion engine

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

When temperature of lubricating oil is raised at a time of low-temperature, of an outer peripheral side of a radial plain bearing in a bearing retaining unit, heat is not supplied from a heating medium in a thermal medium flow path on the outer peripheral side of a halved bearing metal in a bearing retaining unit body, which has a large thermal capacity, and instead, heat is supplied from the heating medium in the thermal medium flow path on the outer peripheral side of a halved bearing metal in the cap, which has a small thermal capacity.

Bearing structure for internal combustion engine

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 fuel injection valve () with a pressure boosting unit is provided in an engine (), and boosted pressure fuel injection is performed by increasing a pressure of fuel supplied to a fuel injection valve from a common rail (). An ECU () decides a pressure boosting period that is defined as a time period from when the pressure of the fuel starts to be boosted until when the fuel injection is started using a numerical table in which a fuel injection amount and an engine rotational speed are used as parameters, and sets fuel injection control parameters such as a fuel injection period and pressure boosting starting timing, based on the pressure boosting period. Since the fuel injection control parameters are set based on the pressure boosting period, the control that is performed when the boosted pressure fuel injection is performed is simplified.

Pressure boosting common rail fuel injection apparatus and fuel injection control method therefor

Cylinders of a diesel engineare provided with cylinder pressure sensorstofor detecting combustion chamber pressures. An electronic control unit (ECU)of the engine selects optimum combustion parameters in accordance with a fuel injection mode of fuel injectorstoof the engine and a combustion mode determined by the amount of EGR gas supplied from the EGR valvefrom among a plurality of types of combustion parameters expressing the combustion state of the engine calculated based on the cylinder pressure sensor output and feedback controls the fuel injection amount and fuel injection timing so that the values of the combustion parameters match target values determined in accordance with the engine operating conditions. Due to this, the engine combustion state is controlled to the optimum state at all times regardless of the fuel injection mode or combustion mode.

Control system 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

A state of combustion in a combustion chamber is controlled by stratifying an intake gas charge within the combustion chamber, so as to reduce amounts of harmful substances left in exhaust gas. A direct-injection type internal combustion engine in which a fuel is injected into the combustion chamber and which is arranged to stratify the intake gas charge within the combustion chamber ( ) such that intake gases of different compositions exist in a central portion ( ) of the combustion chamber including a position of the fuel injection, and in a peripheral portion of the combustion chamber, upon initiation of combustion of the fuel at a point of time near a terminal period of a compression stroke. The intake gases of different compositions may be intake gases having different concentrations of a specific component such as recirculated exhaust gas and the fuel.

Direct injection type internal combustion engine

A direct-injection diesel engine in which a shallow-dish type piston cavity is formed on a top surface of a piston; wherein in the vicinity of the top dead center, a squish area is defined mainly by the top surface of the piston and an inner surface of a cylinder head opposite the top surface; when a velocity of a reverse squish flow from the shallow-dish type piston cavity to the squish area, generated due to a movement of the piston and is represented by Vs, and a fuel spray velocity in the vicinity of a lip portion of the shallow-dish type piston cavity is represented by Vsp, the distance between opposite wall portions of the shallow-dish type piston cavity is set such that the ratio Vs/Vsp is not greater than 1.25; and the squish area constitutes a part of the combustion chamber.

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Nagoya, Japan

Yoshihiro Hotta