Abstract: A catalytic converter for purifying exhaust gas from an internal combustion engine. The catalytic converter is comprised of a honeycomb monolithic catalytic element disposed in a casing. The catalytic element includes flat and corrugated metallic sheets which are formed into a cylinder by putting one upon another and spirally winding the metallic sheets. Catalyst is supported on the surface of the metallic sheets to define a plurality of axially extending gas passages through which exhaust gas flows to be purified. A metallic surface of the metallic honeycomb carrier is exposed at the outer peripheral surface of the catalytic element. The exposed metallic surface or outer peripheral surface of the catalytic element is in direct contact with the inner peripheral surface of the casing, thereby preventing the catalyst from peeling off even upon gliding contact of the catalytic element with the casing while promoting heat transmission from the catalytic element to the casing.

Abstract: A window heating apparatus for use with an automotive vheicle including a vehicle battery, an internal combustion engine, a transmission, and a generator for generating an output voltage corresponding to engine speed. A voltage regulator is switchably connected to the vehicle battery and, when connected, controls current to the field winding to maintain a constant generator output voltage. A heating element is provided for heating a vehicle window when connected to the generator output terminals. A signal indicative of a demand for heating the vehicle window and a signal indicating when the transmission is in neutral or park are provided. A circuit normally connects the generator output terminal to the vehicle battery and the voltage generator. The circuit, in response to a command signal, connects the generator output terminal to the element while disconnecting the generator output terminal from the vehicle battery and the voltage regulator.

Abstract: In a DOHC engine, a sprocket chamber is formed at the cylinder head at one end thereof, and formed with a lateral opening. A timing chain drivingly interconnects a crankshaft and an idler gear, whereas a camshaft driving chain drivingly interconnects the idler gear and a pair of cam sprockets. A first tensioner is mounted to a cylinder block for adjusting the tension of the timing chain, whereas a second tensioner is mounted to the sprocket chamber for adjusting the tension of the camshaft driving chain. There are provided means for defining an access to the first tensioner.

Abstract: A V-type engine includes first and second camshafts rotatably mounted to cylinder heads, respectively. A first chain drivingly interconnects a crankshaft and the first camshaft, whereas a second chain drivingly interconnects the crankshaft and the second camshaft. First and second tensioners provide the tensions to the first and second chains, respectively. For concealing the first and second chains, the engine has a cover formed with two openings positioned in accordance with the first and second tensioners.

Abstract: To reduce the size and weight and the number of parts required for a chain cover apparatus for an engine, the chain cover for covering a chain for transmitting a rotational force of a crankshaft to at least one camshaft mounted on a cylinder head comprises a chain cover formed with a cylindrical hollow projection portion extending frontward and having a hole through which the crankshaft is passed, and an oil pump accommodated within the cylindrical hollow projection portion and driven by the crankshaft. Further, the chain cover is formed with a semicircular flange portion formed at a lower wall of the cylindrical hollow projection portion so as to be joined with an oil pump, and with two flat flanges formed on both sides of the cylindrical hollow projection portion so as to be joined between the oil pan and the engine block.

Abstract: A DOHC engine comprises a cylinder block, and a chain which drivingly interconnects a crankshaft and two camshafts. A water pump mounting lug is integrally formed with the cylinder block, and located at the upper portion of a front wall of the cylinder block and below one of the two camshafts. The chain has a loose side defined by that portion thereof which runs between the crankshaft and the one of the camshafts. A movable chain guide bows the loose side of the chain inwardly to define a mounting site of a water pump.

Abstract: A cylinder head for an overhead camshaft engine comprises an end wall to which an idler is rotatably mounted, and two side walls which extend in generally parallel from the end wall. Upper and lower beams interconnect and extend between the two side walls. The side walls, and the upper and lower beams cooperate with each other to define a mounting site extending to surround a window opening. A cover is detachably mounted on the mounting site to conceal the window opening.

Abstract: A vehicle window heating apparatus includes a heating element provided for heating a vehicle window when connected to a generator. The generator has a field winding fed from a voltage regulator connected to a vehicle battery. The apparatus also includes a circuit for connecting the generator selectively to one of the voltage regulator and the heating element. The circuit is responsive to a signal indicative of a demand for a window de-icing operation for connecting the generator to the heating element while disconnecting it from the voltage regulator and the vehicle battery upon the occurrence of three conditions of (a) the vehicle transmission being in neutral or park, (b) the engine being idling, and (c) the vehicle being at rest.

Abstract: A camshaft driving arrangement for a DOHC engine comprises two pairs of sprockets, each pair being mounted to the adjacent pair of camshafts, and two idler gears rotatably mounted to the cylinder banks, respectively. A timing chain drivingly interconnects the crankshaft and the two idler gears. On the other hand, two camshaft driving chains each interconnect one of the two idler gears and the adjacent two cam sprockets. A front cover is so constructed and arranged as to conceal the two idler gears and the timing chain.

Abstract: A camshaft driving arrangement for a DOHC engine comprises two pairs of cam sprockets, each pair being mounted to each of the camshafts at one end thereof, and two idler gears, each being rotatably mounted to one of the cylinder heads. A first camshaft driving chain drivingly interconnects one of the idler gears and the adjacent pair of the cam sprockets. On the other hand, a second camshaft driving chain drivingly interconnects the other of the idler gears and the other pair of the cam sprockets. The second camshaft driving chains have different running planes which are axially spaced along the axis of the crankshaft.

Abstract: A camshaft driving arrangement for an internal combustion engine comprises a cylinder head formed with a cam chamber, and an idler chamber communicating with an oil pan and an end face of the cylinder head. The end face includes openings allowing communication between the cam chamber and the idler chamber. An idler shank is fixedly mounted on the cylinder head. An idler sprocket is rotatably supported on the idler shank, and includes a radial portion disposed adjacent the end face. The end face, the radial portion, and the idler shank cooperate with each other to define a passage allowing oil flowing out of the cam chamber via the openings to flow down toward the oil pan.

Abstract: A double overhead camshaft engine having two camshafts rotatably supported by a cylinder head. This two camshafts are drivably connected through an idler gear with a crankshaft of the engine by means of drive chains. The idler gear is rotatably mounted on an idler gear installation bolt which is fixedly secured only to a front end section of the cylinder head in a so-called cantilever arrangement. A surrounding wall structure for the idler gear is formed integral with the front end section of the cylinder head and extends in the direction of axis of the idler gear over the idler gear to form a front end section. An opening is formed at the surrounding wall structrure front end section and located on an opposite side of the cylinder head front end section with respect to the idler gear. The opening is closed with a cover which is disposed spaced from the idler gear installation bolt, so that no connection is made to the idler gear and the installation bolt therefor.

Abstract: A cylinder block includes two cylinder banks angularly disposed to each other, and two cylinder heads are mounted on the two cylinder banks, respectively. Two idler gears are rotatably mounted to the two cylinder banks, respectively, and a crankshaft is rotatably mounted to the cylinder block. A chain drivingly interconnects the two idler gears and the crankshaft. The chain, the idler gears, and the crankshaft cooperate with each other to define a predetermined space adjacent to the cylinder block, wherein an auxiliary device is mounted.

Abstract: A power unit is provided for a motor vehicle, and includes an in-line engine, a transmission arranged alongside the engine, structure for transmitting the power of the engine to the transmission, and a differential gear connected to the transmission. In one aspect of the invention, power is delivered from a gear mounted at one end of the engine crankshaft to an intermediate shaft operatively connected to the transmission. In another aspect of the invention, the gear is mounted to a middle portion of the crankshaft. Such structure reduces the length of the power unit, especially for multicylinder engines, and makes the power unit particularly suitable for front-wheel drive and four-wheel drive vehicles.

Abstract: A supercharge pressure control apparatus having a plurality of detectors, a control valve for controlling the exhaust gas flow flowing into an exhaust gas turbine, first and second electromagnetic valves for selectively controlling the control valve in response to control signals, and an electronic control unit for controlling the first and second electromagnetic valves in accordance with operating conditions of the engine. The opening of the control valve is compulsorily opened to a predetermined opened condition when the vehicle is in the idling condition or it is running at low speed below a preset vehicle speed through the second electromagnetic valve, while maintaining supercharge pressure control by the control valve through the first electromagnetic valve when the actual vehicle speed is above the preset vehicle speed.

Abstract: A method and an apparatus for controlling supercharge pressure for a turbocharger in which a target value of supercharge pressure is set up in accordance with the operating conditions of the engine and a basic control amount for a control valve for controlling the exhaust gas flow to an exhaust gas turbine is also set up in accordance with the operating conditions of the engine, and the basic control amount is corrected in response to the deviation between actual supercharge pressure and a target supercharge pressure value, when performing a feedback control of the supercharge pressure. With this construction, the actual supercharge pressure can accurately and stably be controlled to the target value required in accordance with the operating conditions of the engine.

Abstract: A supercharging pressure controlling device for an exhaust gas turbocharger having a turbine and a compressor comprising a velocity control device for exhaust gas flow and a bypass valve control device the bypass valve control device provided into the bypass channel for the turbine to increase the opening when the downstream supercharging pressure of the compressor exceeds a first set value. The velocity control device controls the exhaust gas velocity by varying the degree of valve opening when the downstream supercharging pressure of the compressor exceeds a second set value, wherein the first set value of the supercharging pressure is higher than the second set value.

Abstract: A supercharging pressure controlling device for an exhaust gas turbocharger having a turbine and a compressor comprises a velocity control device for exhaust gas flow and a bypass valve control device, the bypass valve control device provided into the bypass channel for the turbine to increase the opening when the downstream supercharging pressure of the compressor exceeds a first set value. The velocity control device controls the exhaust gas velocity by varying the degree of valve opening when the downstream supercharging pressure of the compressor exceeds a second set value, wherein the first set value of the supercharging pressure is higher than the second set value.

Abstract: An inlet system for an internal combustion engine comprises a plurality of auxiliary inlet passageways which curve and extend outwardly of a plurality of mating main inlet passageways and joining with the main inlet passageways, respectively, at an acute angle at their downstream portions.

Abstract: A supercharging pressure control device for an exhaust gas turbocharger comprises a bypass valve control device which effectively controls the supercharging pressure to correspond to the load on an internal combustion engine when the supercharging pressure downstream from a compressor is higher than a first set value. Further, a velocity control device for exhaust gas flow is positioned between the inlet port of the bypass valve control device and the exhaust gas turbine to control the exhaust gas flow velocity when the supercharging pressure downstream from the compressor exceeds a second set value which is lower than the first set value. A pressure sensor is installed in the downstream side of the compressor in the intake air channel to detect the supercharging pressure. A controller comprising a microcomputer is also provided. Several types of detection means output operating status signals to the controller. A fuel supply means comprising an injection valve is provided.