Abstract: An engine includes an angular velocity detecting means 10 for detecting a rotation angular velocity of a crankshaft 11 of the engine, a torque generated by the engine detecting means for detecting a variability of the angular velocity amplitude obtained by the angular velocity detecting means 10 as the variability of the torque generated by the engine. The engine compensates a fuel injection quantity by comparing the angular velocity amplitude detected by the angular velocity detecting means with the adequate angular velocity amplitude.

Abstract: A cetane number detection device in which an angular velocity detection device (10) for detecting the rotation angular velocity of the crankshaft (11) of an engine (54), and which detects a variation in the value of the amplitude of the angular velocity detected by the angular velocity detection device (10) as a variation in cetane number.

Abstract: In a diesel engine equipped with an injector 1 having a plurality of intersections between an axis line of the injector 1 and the axes of injection holes 10a bored in the injector 1, an air intake valve 25 is controlled so that it is closed at timing before a BDC (at timing when a piston comes to a bottom dead center) by an ECU 50, which controls the timing of closing the air intake valve 25 based on operating conditions of the engine.

Abstract: An ECU reduces a fuel flow rate discharged from an electric pump to the filter when a fuel temperature and a fuel pressure in the filter detected by a sensor portion drop. Since a mechanical pump continues to be driven without respect to the fuel quantity discharged from the electric pumps when the fuel flow rate discharged from the electric pump is decreased, a suction pressure is generated at an inlet of the filter. The fuel in a recirculation passage is introduced into the filter through a branch passage. As the result, relatively high temperature fuel is introduced into the filter to melt a solidified fuel causing a clogging of the filter.

Abstract: A cetane number detection means in which an angular velocity detection means (10) for detecting the rotation angular velocity of the crankshaft (11) of an engine (54), and which detects a variation in the value of the amplitude of the angular velocity detected by the angular velocity detection means (10) as a variation in cetane number.

Abstract: An engine includes an angular velocity detecting means 10 for detecting a rotation angular velocity of a crankshaft 11 of the engine, a torque generated by the engine detecting means for detecting a variability of the angular velocity amplitude obtained by the angular velocity detecting means 10 as the variability of the torque generated by the engine. The engine compensates a fuel injection quantity by comparing the angular velocity amplitude detected by the angular velocity detecting means with the adequate angular velocity amplitude.

Abstract: In a method for boring injection holes of an injector 1 having a plurality of intersections between an axis line of the injector 1 and the axes of the injection holes 10a bored in the injector 1, or so-called a group of injection holes 10, flat sections 10c, 10d, which are perpendicular to the injection holes 10a and include apertures of the injection holes 10a, are formed on boring portions of injection holes 10a. The boring portions are provided with recessed portions 10b and the recessed portions 10b are formed at the bottom thereof with flat sections 10c. Alternatively, the flat sections 10c, 10d are formed by cutting the boring portions, or by forging them.

Abstract: In a diesel engine equipped with an injector 1 having a plurality of intersections between an axis line of the injector 1 and the axes of injection holes 10a bored in the injector 1, an air intake valve 25 is controlled so that it is closed at timing before a BDC (at timing when a piston comes to a bottom dead center) by an ECU 50, which controls the timing of closing the air intake valve 25 based on operating conditions of the engine.

Abstract: An ECU reduces a fuel flow rate discharged from an electric pump to the filter when a fuel temperature and a fuel pressure in the filter detected by a sensor portion drop. Since a mechanical pump continues to be driven without respect to the fuel quantity discharged from the electric pumps when the fuel flow rate discharged from the electric pump is decreased, a suction pressure is generated at an inlet of the filter. The fuel in a recirculation passage is introduced into the filter through a branch passage. As the result, relatively high temperature fuel is introduced into the filter to melt a solidified fuel causing a clogging of the filter.

Abstract: In an electromagnetic valve, after a solenoid assembly, in which a housing surrounds an outer circumference of a solenoid composed of a coil and a bobbin and a resin connector is formed on the housing by injection molding, and a valve body assembly, in which a valve body member is slidably housed to move reciprocatingly in a valve case cylindrical hollow of a valve case member, are independently sub assembled, the valve body assembly is integrated with the solenoid assembly in such a manner that the valve case member is axially inserted into a cylindrical hollow of the bobbin and, then, an axial end of the housing is fixed to an outer circumference of the valve case member by crimping. Accordingly, if a malfunction of a component part occurs during manufacturing processes, less number of component parts are rejected as failure.

Abstract: In an electromagnetic valve, a composite valve case has a cylindrical hollow and a composite valve body formed in spool shape is slidably housed in the cylindrical hollow. The composite valve body has not only an inherent valve function for changing fluid path area according to its movement in the cylindrical hollow but also an armature function for constituting a magnetic circuit. The composite valve case has not only a cylinder function for allowing the valve body to slidably move but also a stator function for constituting a magnetic circuit. The composite valve body and the composite valve case are made of soft magnetic material and are provided at their surfaces with thin hardened layers formed by surface or heat treatment.

Abstract: In an electromagnetic valve, after a solenoid assembly, in which a housing surrounds an outer circumference of a solenoid composed of a coil and a bobbin and a resin connector is formed on the housing by injection molding, and a valve body assembly, in which a valve body member is slidably housed to move reciprocatingly in a valve case cylindrical hollow of a valve case member, are independently sub assembled, the valve body assembly is integrated with the solenoid assembly in such a manner that the valve case member is axially inserted into a cylindrical hollow of the bobbin and, then, an axial end of the housing is fixed to an outer circumference of the valve case member by crimping. Accordingly, if a malfunction of a component part occurs during manufacturing processes, less number of component parts are rejected as failure.

Abstract: In an electromagnetic valve, a composite valve case has a cylindrical hollow and a composite valve body formed in spool shape is slidably housed in the cylindrical hollow. The composite valve body has not only an inherent valve function for changing fluid path area according to its movement in the cylindrical hollow but also an armature function for constituting a magnetic circuit. The composite valve case has not only a cylinder function for allowing the valve body to slidably move but also a stator function for constituting a magnetic circuit.

Abstract: In order to prevent a damage on a component forming a pressure feed fuel passage and to reduce a fuel injection pump in size and weight, the pressure feed fuel passage having fuel discharge passage, fuel chamber and accommodation hole formed in respective cylinder heads is formed straightly in respective cylinder heads, and has communication port for communicating with fuel pressure chamber and fuel outlet which has an opening at an outer peripheral wall of the cylinder heads. Fuel pressurized in fuel pressure chamber at the cylinder head side is introduced into fuel chamber of cylinder head via fuel passage and fuel lines. Fuel pressurized in both fuel pressure chambers is merged at fuel chamber of cylinder head, and is supplied to a common-rail via fuel passage.

Abstract: An electrically heating catalytic apparatus that quickly heats catalyst to an activation temperature even when the engine is started at a low temperature below the catalyst activation temperature. The apparatus employs an electrically conductive catalyst carrier that is electrically heated. The carrier is provided with local hot spots to be energized. Since the heat is locally generated, the heat capacity of the catalyst carrier is small to shorten a temperature increasing time.

Abstract: An electrically heating catalytic apparatus that quickly heats catalyst to an activation temperature even when the engine is started at a low temperature below the catalyst activation temperature. The apparatus employs an electrically conductive catalyst carrier that is electrically heated. The carrier is provided with local hot spots to be energized. Since the heat is locally generated, the heat capacity of the catalyst carrier is small to shorten a temperature increasing time.

Abstract: An electrical heating type catalytic device having a metallic catalyst carrier constituted by layering metallic foils, surfaces of the metallic foils being coated by an insulation film, adjoining metallic foils being joined conductively in only some regions of the metallic catalyst carrier.

Abstract: An object is to capture unburned fuel immediately after startup of an engine effectively. A vessel is disposed in an exhaust manifold of an engine and opened only at one end, its opening directed toward exhaust ports. Catalyst carrier is stored in the vessel. Since exhaust material has high specific gravity as compared to that of vaporized exhaust gas, the unburned fuel is exhausted rectilinearly from the exhaust ports due to its inertia, entering the vessel to be captured in the catalyst carrier. When the temperature of the catalyst reaches the temperature required for activating as the exhaust gas temperature rises, exhaust material is exhausted with purified condition. Since the vessel is opened only at one end, the current passing through this does not occur, making it possible to prevent the damage of the catalyst carrier due to the excessive high-temperature.