Abstract: The invention relates to an apparatus of an exhaust gas recirculation valve for an internal combustion engine for preventing the thermal effect on an intake manifold due to high temperature of recirculated exhaust gas. The apparatus of EGR valve is comprised of an exhaust gas recirculation valve consisting of a body and an adapter having a second flange which causes the body to be attached on a first flange of the intake manifold. A gap of 3 mm to 5 mm separates a first border of the first flange from a second border of the adapter.

Abstract: An air filter device and an automobile having the same includes an air filter bent without disassembling a cowl to be simply and easily replaced within a narrow space, and the air filter is commonly utilized to both left-handed drive type and right-handed drive type automobiles. For this, an air filter member is formed with a creasing part throughout the overall portion thereof. A pair of frame members support the marginal edge of the air filter member, and a connecting frame member is integrally connected to the ends of the first frame member and second frame member to allow for bidirectional bending of the air filter member. Thus, the air filter is simply replaced without causing an interference with a frame mounted with a shock absorber. Also, the second frame member is upwardly bent at any time even though the up and down portions are reversed to have compatibility capable of being commonly employed into the left-handed drive type automobile and right-handed drive type automobile.

Abstract: A selector lever lock device for an automatic transmission in a motor vehicle includes a tilt lever (36) pivotally attached to an upright detent plate (24) for pivotal movement about a pivot axis (38) into a lock or release position to allow or prevent free movement of a detent pin carried by the selector lever (12). The tilt lever (36) is provided with first (40) and second arm portions (42) each extending from the pivot axis (38) in different directions, the first arm portion (40) having at its distal end a claw (44) which serves to keep the detent pin (22) from moving downwards. Remaining engaged with the second arm portion (42) of the tilt lever is a solenoid mechanism that responds to the depression of the brake pedal (10) for causing the tilt lever (36) to rotate into the release position to thereby allow the detent pin (22) to move freely so that the selector lever (12) can be shifted to non-parking positions.

Abstract: Disclosed is an infinitely variable speed transmission, including: a speed changing mechanism for primarily changing power from an engine into a necessary speed ratio, including: a sun gear disposed on an input shaft for transmitting power generated from the engine; a plurality of planet rollers which are disposed around the sun gear at a predetermined distance from each other, each planet roller having a truncated cone-shape and being revolvable around the sun gear and rotatable about its axis; a carrier for connecting the planet rollers with each other; a movable ring disposed to be circumscribed on outer tangential line of the planet rollers and movable by moving member along a longitudinal direction of the planet rollers to change a rotational speed of the planet rollers by varying an operating diameter so that an output speed outputted through the carriers connecting the planet roller with each other can be varied; and a second speed changing mechanism for changing the output speed from the speed changin

Abstract: An energy absorbing vehicle knee bolster including a main body and a support member. The main body is shaped as a hollow rectangular box and is formed as a single body of an aluminum substance. The support member is fixed to a front side of the main body for supporting the main body on a vehicle tie bar.

Abstract: A compressed natural gas flow generating apparatus comprising: one or more gas supplies (62); a pressure controller (65) for controlling the pressure of gas injected by the gas supply (62); a fuel rail (68) for providing gas for the engine (20) from said pressure controller (65), the fuel rail (68) including a plurality of gas injectors (I1, I2, I3, I4) injecting gas and a plurality of gas injection tubes (23) coupled with the gas injectors (I1, I2, I3, I4), the gas injection tube (23) fixed to the inner wall (24a) of the intake port (24) of the cylinder head (30) by fixing means (40); a fuel supply line (80) for connecting the gas supply (62), the pressure controller (65) and the fuel rail (68); an electronic control unit (60) for outputting a control signal in order to inject a proper amount of the compressed natural gas into the engine (20) and electrically connected with the gas injectors (I1, I2, I3, I4), so that fast burning of the injected gas in the combustion chamber (22) is easily accomplished.

Abstract: A cooling system of an internal combustion engine wherein a water pump (1), a thermostat (2), a water pump exit port (3), a water jacket entrance passage (4), an exit passage (5), a bypass passage (6) and a bypass opening (7) are located in the rear (transmission side) of a cylinder head (8) of the engine. A water pump and thermostat body (13) is attached to the rear face of the cylinder head (8). The bypass passage (6) together with the exit passage (5) are cast by using a metal mold drag. The coolant flow path forms a U-path starting with the coolant from the water pump (1) in the rear of the cylinder head (8) to the front of the cylinder head (8), then down to the front of the cylinder block (10), then to the rear of the cylinder block (10), then up to the rear of the cylinder head (8).

Abstract: An intake apparatus of an engine(13) wherein an intake section(12) into which air flows from air cleaner is provided within an intake manifold(11), and a partition wall(16) defining a short intake passage(17) and a long intake passage(18) separately is installed concentrically with a circular intake manifold casing(15) with respect to the intake section(12), between the intake manifold casing(15) and the intake section(12). An intake control valve(20) is switchably arranged between an upper end(16a) of the partition wall(16) and a bent portion(14a) of the intake manifold(11). At least two unit shafts are spaced apart from and connected with each other to form a shaft(23) to which the intake control valve(20) is fixed. A driving mechanism(31) for driving the intake control valve(20) comprises an actuator(32) energized by a solenoid valve(41), a rod(33) connected to the actuator(32) and a lever(35) rotatably connected at its one end to the rod(33) by means of a pin and secured at its other end to the shaft(23).