Abstract: A control system for an internal combustion engine comprising a direct cylinder fuel injection valve for directly injecting the fuel into a cylinder of an internal combustion engine. The main fuel that burns in the cylinder is injected in the latter half of the compression stroke of the cylinder, and the secondary fuel which is the ineffective fuel that does not burn in the cylinder is injected in the latter half of the exhaust stroke, the main fuel and the secondary fuel being injected toward a cavity formed in the top surface of the piston. The main fuel that is injected is deflected by the cavity to form a charge of a combustible air-fuel ratio mixture around the spark plug. When the secondary fuel is injected, the exhaust valve is opening, and the fuel that is deflected is all discharged out of the cylinder through the exhaust port.

Abstract: An exhaust purifying apparatus for an internal combustion engine includes a catalyst that purifies exhaust gas from the engine, a first passage that allows exhaust gas to flow from the engine to the catalyst, and a second passage that allows exhaust gas to flow from the engine to the catalyst. The first passage includes an accelerated cooling portion whose cross section is designed so that a relatively large quantity of heat is released from the exhaust gas in the first passage, and the second passage has a cross section designed so that a relatively small quantity of heat is released from the exhaust gas in the second passage.

Abstract: A control system for an internal combustion engine including a direct cylinder fuel injection valve for directly injecting the fuel into a cylinder of an internal combustion engine. The main fuel that burns in the cylinder is injected in the latter half of the compression stroke of the cylinder, and the secondary fuel which is the ineffective fuel that does not burn in the cylinder is injected in the latter half of the exhaust stroke main fuel and the secondary fuel air-fuel ratio mixture around the spark plug. When the secondary fuel is injected, the exhaust valve is opening, and the fuel that is deflected is all discharged out of the cylinder through the exhaust port. Therefore, the ineffective fuel supplied by the secondary fuel injection does not remain in the cylinder, and the output torque does not change in the combustion of the next cycle.

Abstract: A method for purifying an exhaust gas by simultaneously removing carbon monoxide, hydrocarbons, and nitrogen oxides contained in the exhaust gas, comprising bringing the oxygen rich exhaust gas into contact with an exhaust gas purifying catalyst comprised of at least one noble metal selected from the group consisting of platinum and palladium, at least one alkaline earth metal selected from the group consisting of barium, magnesium, calcium, and strontium, and at least one alkali metal selected from the group consisting of iron, nickel, and cobalt, supported on a carrier composed of a porous substance.

Abstract: A semiconductor device comprises a semiconductor acceleration sensor having a cantilever made of a semiconductor material, a supporter for supporting the cantilever, and diffused resistors disposed on the cantilever. An acceleration detecting device detects a displacement of the cantilever based on acceleration forces applied to the cantilever and on changes of resistance values of the diffused resistors.

Abstract: The exhaust gas purification device includes a NO.sub.x absorbent disposed in an exhaust gas passage of an internal combustion engine. The engine is mainly operated at a lean air-fuel ratio. The NO.sub.x absorbent absorbs NO.sub.x in the exhaust gas from the engine when the exhaust gas flowing into the NO.sub.x absorbent is at a lean air-fuel ratio, and releases the NO.sub.x absorbed therein and reduces it when the air-fuel ratio of the exhaust gas becomes a rich air-fuel ratio. A control circuit is provided for controlling the operating air-fuel ratio of the engine. When the ignition switch of the engine is turned off, the control circuit continues the engine operation for a predetermined period before terminating the engine operation. During this engine operation, the operating air-fuel ratio of the engine is controlled at a rich air-fuel ratio to supply exhaust gas with a rich air-fuel ratio to the NO.sub.x absorbent. Therefore, NO.sub.

Abstract: A catalyst for purifying an exhaust gas for simultaneously removing carbon monoxide, hydrocarbons and nitrogen oxides contained in the exhaust gas under an oxygen rich atmosphere, comprising a carrier composed of a porous material, and barium oxide, lanthanum oxide and platinum supported on the carrier, and a method for purifying an exhaust gas by bringing the exhaust gas under an oxygen rich atmosphere into contact with the above-mentioned catalyst.

Abstract: An apparatus for, and a method of, purifying exhaust gas emitted from an internal combustion engine reduces fuel consumption under a lean operating condition and generates high torque under a rich operating condition without deteriorating the cleanness of exhaust gas and the driveability of the engine. The apparatus and method improve the durability of a variable valve timing mechanism of the engine.The engine operation involves lean and rich operating conditions. The variable valve timing mechanism of the apparatus changes the open and close timing of at least one of intake and exhaust valves of the engine. The apparatus further has a catalytic converter in an exhaust system, to occlude NOx under the lean operating condition and discharge and reduce the occluded NOx under the rich operating condition.

Abstract: An exhaust gas purification device of an engine providing a NO.sub.x absorbent arranged in the exhaust passage. An O.sub.2 sensor is arranged in the engine exhaust passage downstream of the NO.sub.x absorbent. The degree of deterioration of the NO.sub.x absorbent is detected from the output signal of the O.sub.2 sensor. The cycle for making the air-fuel ratio of the air-fuel mixture rich for causing the release of the NO.sub.x from the NO.sub.x absorbent and the rich time at that time are shortened the greater the deterioration of the NO.sub.x absorbent.

Abstract: In the exhaust gas purification device of the present invention, a NO.sub.x absorbent is disposed in the exhaust gas passage of a diesel engine. At the time when NO.sub.x should be released from the NO.sub.x absorbent, a control circuit of the engine reduces the excess air ratio of the engine, and switches the combustion mode of the engine from the normal diesel combustion, in which diffusive combustion is dominant in the combustion chamber of the engine, to the combustion mode in which pre-mixture fuel combustion is dominant. By doing this, it is possible, even in a diesel engine, to reduce the excess air ratio in combustion to thereby make the air-fuel ratio of the exhaust gas lower than or equal to the stoichiometric. Thus, the regeneration of the NO.sub.x absorbent can be performed even when it is applied to a diesel engine.

Abstract: An exhaust purification device of an engine providing a NO.sub.x absorbent arranged in the exhaust passage. An O.sub.2 sensor generating a current proportional to the air-fuel ratio is arranged in the engine exhaust passage downstream of the NO.sub.x absorbent. The amount of NO.sub.x actually absorbed in the NO.sub.x absorbent at the time of release of the NO.sub.x is calculated on the basis of the output signal of this O.sub.2 sensor. On the basis of this calculated amount of NO.sub.x, correction is made so that the estimated amount of NO.sub.x represents the actual amount of absorption of NO.sub.x. When this corrected estimated amount of NO.sub.x reaches a set value, the action of releasing the NO.sub.x from the NO.sub.x absorbent is carried out.

Abstract: A device for detecting deterioration of a NO.sub.x absorbent arranged in the exhaust passage of an engine. An O.sub.2 sensor generating a current proportional to the air-fuel ratio is arranged in the exhaust passage downstream of the NO.sub.x absorbent. When the amount of NO.sub.x absorbed in the NO.sub.x absorbent is almost zero or after the amount of NO.sub.x absorbed in the NO.sub.x absorbent is made almost zero, the air-fuel ratio of the air-fuel mixture is changed from lean to rich, and the amount of oxygen stored in the NO.sub.x absorbent is detected from the output signal of the O.sub.2 sensor at this time. Further, the NO.sub.x absorbing capability is found by using this detected oxygen amount.

Abstract: An improved disc drive is capable of compensating the relative positional shift of a head caused mainly by a temperature change. The disc drive includes a frame having a disc holder for rotatably driving a disc, a head for reading information recorded in the disc, a head carriage which is movable in a predetermined radial direction of the disc, a rotation shaft extending in parallel with the radial direction, a driving mechanism for moving the head carriage in the radial direction by engaging with the rotation shaft, an adjustment mechanism for compensating the positional shift of the head due to a change of ambient temperature by providing an additional deformation of the adjustment mechanism to the carriage.

Abstract: An exhaust purification device which is capable of detecting the degree of deterioration of the NOx absorbent or the three-way catalyst arranged in the exhaust passage of an engine. An O.sub.2 sensor whose output current or output voltage is proportional to the air-fuel ratio is arranged inside the exhaust passage downstream of the NOx absorbent or three-way catalyst. The air-fuel ratio of the air-fuel mixture is temporarily changed from lean to rich or from rich to lean to enable the degree of deterioration of the NOx absorbent or three-way catalyst to be detected from the peak value of the output current or voltage of the O.sub.2 sensor during the time when the air-fuel ratio is changed.

Abstract: An NO.sub.x absorber (18) is arranged in an exhaust passage of an internal combustion engine. The NO.sub.x absorber (18) absorbs the NO.sub.x when the air-fuel ratio of the exhaust gas flowing into the NO.sub.x absorber (18) is lean while releases the absorbed NO.sub.x when the air-fuel ratio of the exhaust gas flowing into the NO.sub.x absorber (18) becomes the stoichiometric air-fuel ratio or rich. An air-fuel ratio sensor (22) is arranged in the exhaust passage downstream of the NO.sub.x absorber (18). When the air-fuel ratio detected by the air-fuel ratio sensor (22) is switched from lean to rich after the air-fuel ratio of the exhaust gas flowing into NO.sub.x absorber (18) is switched from lean to rich, it is decided that the releasing action of NO.sub.x from the NO.sub.x absorber (18) is completed.

Abstract: An NO.sub.x absorbent (19) which absorbs NO.sub.x when an air-fuel ratio of an inflowing exhaust gas is lean, while releases the absorbed NO.sub.x when lowering an oxygen concentration in the inflowing exhaust gas, is arranged in an exhaust passage of an internal combustion engine. An SO.sub.x absorbent (18) which absorbs SO.sub.x when the air-fuel ratio of the inflowing exhaust gas is lean, while releases the absorbed SO.sub.x when the air-fuel ratio of the inflowing exhaust gas is made rich is arranged in the exhaust passage on the upstream side of the NO.sub.x absorbent (19). When the lean air-fuel mixture is burned, the SO.sub.x is absorbed into the SO.sub.x absorbent (18) and, at the same time, the NO.sub.x is absorbed into the NO.sub.x absorbent (19), and when the air-fuel ratio of the air-fuel mixture is switched from lean to rich, SO.sub.x is released from the SO.sub.x absorbent (18), and NO.sub.x is released from the SO.sub.x absorbent (19 ).

Abstract: An engine comprising an exhaust passage having therein a NO.sub.x absorbent which absorbs the NO.sub.x when the air-fuel ratio of the exhaust gas flowing into the NO.sub.x absorbent is lean and releases the absorbed NO.sub.x when the air-fuel ratio of the exhaust gas flowing into the NO.sub.x absorbent becomes the stoichiometric air-fuel ratio or rich. A sulphur trapping device for trapping SO.sub.x contained in the exhaust gas is arranged in the exhaust passage upstream of the NO.sub.x absorbent.

Abstract: A NO.sub.x absorbent (17) is disposed in an exhaust passage of an internal combustion engine. This NO.sub.x absorbent (17) absorbs the NO.sub.x when the air-fuel ratio of the exhaust gas flowing into the NO.sub.x absorbent (17) is lean and releases the absorbed NO.sub.x when the air-fuel ratio of the exhaust gas flowing into the NO.sub.x absorbent (17) becomes rich. When making the air-fuel ratio of the exhaust gas flowing into the NO.sub.x absorbent (17) rich to release the NO.sub.x from the NO.sub.x absorbent (17), the degree of richness is made larger and the time the ratio is made rich is made shorter the higher the temperature of the NO.sub.x absorbent (17).

Abstract: An engine comprising an exhaust passage having therein a NO.sub.x absorbent which absorbs the NO.sub.x when the air-fuel ratio of the exhaust gas flowing into the NO.sub.x absorbent is lean and releases the absorbed NO.sub.x when the air-fuel ratio of the exhaust gas flowing into the NO.sub.x absorbent becomes the stoichiometric air-fuel ratio or rich. When the air-fuel ratio of the air-fuel mixture should be changed over from lean to the stoichiometric air-fuel ratio, the air-fuel ratio of the air-fuel mixture is temporarily made rich and is then made the stoichiometric air-fuel ratio.

Abstract: A NO.sub.x absorbent (18) which absorbs the NO.sub.x when the air-fuel ratio of the exhaust gas flowing into the NO.sub.x absorbent (18) is lean and releases the absorbed NO.sub.x when the oxygen concentration of the exhaust gas flowing into the NO.sub.x absorbent (18) is lowered, is arranged in the exhaust passage of the engine. The amount of alkali metals, alkali-earth metals or rare-earth metals contained in the NO.sub.x absorbent (18) positioned on the downstream side, is made lower than the amount of alkali metals, alkali-earth metals or rare-earth metals contained in the NO.sub.x absorbent (18) positioned on the upstream side, to increase a reducing ability of the NO.sub.x absorbent (18) positioned on the downstream side as compared to the reducing ability of the NO.sub.x absorbent (18) positioned on the upstream side.