Abstract: An exhaust manifold (7) of an engine (1) is connected to a three way (TW) catalyst (8a), and the TW catalyst (8a) is connected to an NH3 adsorbing and oxidizing (NH3-AO) catalyst (10a). The engine (1) performs the lean and the rich engine operations alternately and repeatedly. When the engine (1) performs the rich operation and thereby the exhaust gas air-fuel ratio of the exhaust gas flowing into the TW catalyst (8a) is made rich, NOx in the inflowing exhaust gas is converted to NH3 in the TW catalyst (8a). The NH3 is then adsorbed in the NH3-AO catalyst (10a). Next, when the engine (1) performs the lean operation and thereby the exhaust gas air-fuel ratio of the exhaust gas flowing into the TW catalyst (8a) is made lean, NOx in the exhausted gas passes through the TW catalyst (8a), and flows into the NH3-AO catalyst (10a). At this time, NH3 adsorbed in the catalyst (10a) is desorbed therefrom, and reduces the inflowing NOx.

Abstract: An exhaust gas purifying catalyst, for reducing nitrogen oxides and ammonia in an exhaust gas of an internal combustion engine, in an oxidizing atmosphere, is provided. The exhaust gas purifying catalyst comprises a first catalyst having zeolite carrying platinum and copper thereon. Preferably, the exhaust gas purifying catalyst further comprises a second catalyst having zeolite carrying copper thereon. Preferably, the second catalyst is arranged upstream of the first catalyst, with respect to the exhaust gas flow.

Abstract: A three-way catalyst (8a) is connected to a first cylinder group 1a. The exhaust gas of the first cylinder group (1a), which has passed through the three-way catalyst (8a), and the exhaust gas of a second cylinder group (1b) are introduced to an exhaust gas purifying catalyst (14). The second cylinder group (1b) performs the lean operation. The first cylinder group (1a) performs the rich operation to synthesize NH.sub.3 from NO.sub.X in the exhaust gas of the first cylinder group (1a) in the three-way catalyst (8a). In the exhaust gas purifying catalyst (14), NO.sub.X in the exhaust gas of the second cylinder group 1b is purified by NH.sub.3 from the three-way catalyst (8a). The amount of HC flowing to the three-way catalyst (8a) is obtained. When the HC amount exceeds a predetermined amount, the first cylinder group 1a must perform the lean operation temporarily, to thereby maintain the excellent catalytic activity of the three-way catalyst (8a).

Abstract: An engine (1) has first and second cylinder groups (1a) and (1b). The first cylinder group (1a) is connected to a three way (TW) catalyst (8a). The second group (1b) and the TW catalyst (8a) are connected, via an interconnecting duct (13) to an NH.sub.3 adsorbing and oxidizing (NH.sub.3 -AO) catalyst (14a). The first group (1a) performs the rich operation, and the second group (1b) performs the lean operation. In the TW catalyst (8a), NO.sub.x exhausted from the first group (1a) is converted to NH.sub.3, and the NH.sub.3 reduces the NO.sub.x exhausted from the second group (1b) in the NH.sub.3 -AO catalyst (14a). A NO.sub.x occluding and reducing (NO.sub.x -OR) catalyst (11a) is arranged in the exhaust passage between the second group (1b) and the interconnecting duct (13), to thereby suppress the NO.sub.x amount flowing into the NH.sub.3 -AO catalyst (14a).

Abstract: A device for purifying the exhaust gas of an engine having a plurality of cylinders divided into first and second cylinder groups, the first and the second cylinder groups being connected to first and second exhaust passage, respectively, and performing a lean operation, comprises an NH.sub.3 synthesizing catalyst arranged in the first exhaust passage, and an exhaust gas purifying catalyst arranged in an interconnecting passage, which interconnects the first passage downstream of the NH.sub.3 synthesizing catalyst and the second exhaust passage, for purifying the inflowing NO.sub.X and NH.sub.3. An additional engine performing a rich operation is provided and the exhaust gas thereof is fed to the first exhaust gas passage upstream of the NH.sub.3 synthesizing catalyst to make the exhaust gas air-fuel ratio of the exhaust gas flowing into the NH.sub.3 synthesizing catalyst rich, to thereby synthesize NH.sub.3 therein. An amount of NH.sub.3 or NO.sub.

Abstract: A valve driving apparatus includes a cam, a force transfer member transferring force of the cam to a valve, and a shim interposed between the cam and the force transfer member and movable on the force transfer member. The shim has a first portion, a part of which first portion is always in contact with the force transfer member while the shim is being moved on the force transfer member in accordance with a motion of the cam.

Abstract: An exhaust manifold of an engine is connected to a three way (TW) catalyst, and the TW catalyst is connected to an NH.sub.3 adsorbing and oxidizing (NH.sub.3 -AO) catalyst, such as the Cu-zeolite catalyst. The engine performs the lean and the rich operations alternately and repeatedly. When the engine performs the rich operation, the TW catalyst synthesizes NH.sub.3 from NO.sub.x in the inflowing exhaust gas, and the NH.sub.3 is then adsorbed in the NH.sub.3 -AO catalyst. Next, when the engine performs the lean operation, NO.sub.x passes through the TW catalyst, and the adsorbed NH.sub.3 is desorbed and reduces the inflowing NO.sub.x. When the rich operation is in process, or is to be started, the exhaust gas temperature flowing into the NH.sub.3 -AO catalyst is detected. If the temperature is equal to or higher than the upper threshold representing the rich endurance temperature, the lean or the stoichiometric operation is performed.

Abstract: In the present invention, the exhaust gas from the engine is divided into a first and a second branch exhaust passages after it passes through a three-way reducing and oxidizing catalyst, and the two branch exhaust passages merge into an exhaust gas outlet passage. In the first branch exhaust passage, an oxidizing catalyst is disposed, and in the exhaust gas outlet passage, a denitrating and oxidizing catalyst is disposed. NO.sub.x in the exhaust gas from the engine is all converted to N.sub.2 and NH.sub.3 by the three-way reducing and oxidizing catalyst and a part of the NH.sub.3 generated by the three-way catalyst flows into the first branch exhaust passage and is converted to NO.sub.x again by the oxidizing catalyst. The amount of NO.sub.x produced by the oxidizing catalyst and the amount of NO.sub.x flowing through the second branch exhaust passage is determined by the flow distribution ratio of the first and the second branch exhaust passages.

Abstract: An exhaust emission control apparatus includes an absorbent provided in an upstream portion of an exhaust passage of an engine to absorb hydrocarbon in exhaust gas passed through the exhaust passage at a temperature lower than a predetermined first temperature, the hydrocarbon being desorbed from the absorbent at a temperature higher than the first temperature, a catalytic converter provided in a downstream portion of the exhaust passage to purify hydrocarbon in the exhaust gas when a catalyst of the catalytic converter is active, the catalyst of the catalytic converter being activated at a temperature higher than a predetermined second temperature, the second temperature being higher than the first temperature, and a heating part for heating the catalytic converter to a temperature higher than the second temperature when the engine is in a prescribed starting condition and the absorbent is at a temperature higher than the first temperature, so that the hydrocarbon desorbed from the absorbent in the exhaust p

Abstract: A high-temperature gasket suitable for use in automobile engine or the like is comprised of particular amounts of ceramic inorganic fiber, wollastonite, organic elastomeric substance and inorganic binder, and exhibits excellent sealability and thermal resistance even at a temperature above 950.degree. C. without using asbestos.

Abstract: While running of an engine used to be unstable in warming-up, the output of the engine is large and the running of the engine is maintained stably in high vehicle speed even if the engine is in the warming-up. According to the present invention, an automatic transmission is allowed to be run in the high speed stage in the high vehicle speed even during the warming-up.

Abstract: A cylinder head for an engine is formed with a first straight intake passage which leads to a first intake port, and with a second helical intake passage which leads to a second intake port and is formed with a helical end vortex portion. A common intake passage leads to the upstream ends of the first and second intake passages. A dividing ridge extends from one side of the inner surface of the cylinder head defining the intake passages towards but not reaching an opposite side of that surface, with a gap being left beween the ridge summit portion and that opposite side. The ridge thus divides the second intake passage into a one side portion remote from the first intake passage and terminating in the helical end vortex portion, and another side portion towards that first intake passage which is a straight bypass passage and is communicated at its downstream end to that helical end vortex portion.

Abstract: A fuel injection system for a multi-cylinder internal combustion engine wherein fuel injectors are provided for each of the cylinders. The injectors are divided into two groups, the cylinders in each of the groups having operational phases which are spaced from each other by a crank angle of 360 degrees. Injection systems are provided for each group for attaining independent injections between the groups. In each of the groups, a basic amount of fuel for one engine cycle, and then a final injection amount, is calculated, as a difference of the basic amount with respect to the actual amount of fuel injected during a preceding injection of the corresponding group. An injection of a precise amount of fuel is attained irrespective of any change in the engine condition.

Abstract: A speed change method and apparatus for the transmission of a vehicle provides for a speed change stage to produce a reduction gear ratio lower than a predetermined value when the engine temperature is low and vehicle speed is high, otherwise the speed change stage is prohibited from operating.

Abstract: An output voltage from an O.sub.2 sensor is intermittently sampled and the sampled voltage is converted into a binary signal. The binary signal is applied to an electrical digital computer, and therein the following operations are carried out. First, the maximum value and minimum value of the applied binary signal are detected, then the difference between the maximum and minimum values and the sum of the maximum and minimum values are calculated. A reference value is calculated using the calculated difference and sum and the minimum value from a predetermined algebraic function. Thereafter, the applied binary signal is compared with the calculated reference value to generate a binary signal indicative of the comparison result. Then, the air-fuel ratio of the engine is adjusted in response to this binary signal calculated by the digital computer.

Abstract: In an altimetric compensation apparatus and method for a speed change pattern of an automatic transmission, first to third memory locations corresponding respectively to idling, low load and highload conditions of an engine are provided. A feedback air fuel ratio is calculated on the basis of feedback signals from an air fuel ratio sensor. A value in the memory corresponding to the detected running condition of the engine is compensated on the basis of deviation of the feedback air fuel ratio from the base air fuel ratio. When the values in at least two memory locations deviate by at least a predetermined value from the base value, the altimetric compensation value is adjusted and the speed change pattern is altered on the basis of the altimetric compensation value thus obtained.

Abstract: An output voltage from an O.sub.2 sensor is intermittently sampled and the sampled voltage is converted into a binary signal. The binary signal is applied to an electrical digital computer, and therein the following operations are carried out. First, the maximum value or the maximum and minimum values of the applied binary signal are detected, then a reference value is calculated using the maximum value or the maximum and minimum values from a predetermined algebraic function. Thereafter, the applied binary signal is compared with the calculated reference value to generate a binary signal indicative of the comparison result. Then, the air-fuel ratio of the engine is adjusted in response to this binary signal calculated by the digital computer.

Abstract: An output voltage from an O.sub.2 sensor is intermittently sampled and the sampled voltage is converted into a binary signal. The binary signal is applied to an electrical digital computer, and therein the following operations are carried out. First, the maximum and minimum values of the applied binary signal are detected, then the difference between the detected values is calculated. Thereafter, the calculated difference is compared with a predetermined value to generate a binary signal indicative of the comparison result. The air-fuel ratio feedback control responsive to the applied binary signal is executed when the binary comparison result signal indicates that the calculated difference is larger than or equal to a predetermined value.

Abstract: The volumetric efficiency of an internal combustion engine is calculated from the detected flow rate of the intake air and from the detected rotational speed. The changing rate of the calculated volumetric efficiency is restricted to a limit rate. Then, the amount of fuel to be injected into the engine is calculated, depending upon the restricted volumetric efficiency.

Abstract: A calculation coefficient used in the arithmetic calculation for controlling the operation of an internal combustion engine is determined by using at least one coefficient stored in a fixed storage, in accordance with a binary number electrical signal. This signal is obtained by converting a variable instruction voltage from a voltage instructing device which can be easily operated. Therefore, by operating the voltage instructing device, the calculation coefficient used in the arithmetic calculation can be very easily changed within a very short period of time, without requiring any additional expense.