Abstract: An unsprung power supply apparatus is provided for an in-wheel motor vehicle. The unsprung power supply apparatus includes a steering knuckle, an in-wheel motor and a third link. The steering knuckle is configured to turn and steer a tire of the in-wheel motor vehicle. A virtual kingpin axis is an axis passing through a knuckle side coupling point at which the third link couples with the steering knuckle. In the unsprung power supply apparatus, a power supply cable connects the in-wheel motor and a power supply unit with a part of the power supply cable on a vehicle body side being fixed to the third link.

Abstract: A suspension device for an in-wheel motor driven wheel is provided. An upper suspension arm is pivotally supported on the vehicle body for supporting the wheel in a vehicle upper position higher than an axle. A link member pivotally connects the wheel to the upper suspension arm and has an absorber connecting portion connected to a lower end of the shock absorber. The shock absorber connecting portion is disposed in the vehicle bottom position lower than an upper end portion of the in-wheel motor unit. The shock absorber is disposed between the vehicle body and the in-wheel motor unit and inclined so as to be closer to the vehicle body toward the lower end.

Abstract: A suspension device for an in-wheel motor driven wheel ensures a lever ratio and stroke of a shock absorber without setting the upper end portion of the shock absorber at a high position. A wheel driven by an in-wheel motor unit is suspended on a vehicle body via a suspension structure member and a shock absorber, the suspension structure member including an upper suspension arm pivotally supported with respect to the vehicle body, and a third link. The third link pivotally connects the upper suspension arm to the wheel while having a shock absorber connecting portion to which the lower end of the shock absorber is connected. Further, the shock absorber connecting portion is disposed in the vehicle bottom position lower than an upper end surface of the in-wheel motor unit.

Abstract: An unsprung power supply apparatus is provided for an in-wheel motor vehicle. The unsprung power supply apparatus includes a steering knuckle, an in-wheel motor and a third link. The steering knuckle is configured to turn and steer a tire of the in-wheel motor vehicle. A virtual kingpin axis is an axis passing through a knuckle side coupling point at which the third link couples with the steering knuckle. In the unsprung power supply apparatus, a power supply cable connects the in-wheel motor and a power supply unit with a part of the power supply cable on a vehicle body side being fixed to the third link.

Abstract: A motor power feed wire routing structure for an in-wheel motor driven wheel includes an electrical connection that electrically connects a motor side feed wire extending from the motor and a vehicle body-side feed wire extending from a vehicle mounted power source such that the vehicle body-side feed wire is rotatably connected relative to the motor side feed wire. The electrical connection mechanism is disposed on the knuckle outside of a space of a wheel recess of the wheel. The configuration allows reduction of whirling of the vehicle body-side wire during steering operation.

Abstract: A motor power feed wire routing structure for an in-wheel motor driven wheel includes an electrical connection that electrically connects a motor side feed wire extending from the motor and a vehicle body-side feed wire extending from a vehicle mounted power source such that the vehicle body-side feed wire is rotatably connected relative to the motor side feed wire. The electrical connection mechanism is disposed on the knuckle outside of a space of a wheel recess of the wheel. The configuration allows reduction of whirling of the vehicle body-side wire during steering operation.

Abstract: A suspension device for an in-wheel motor driven wheel is provided. An upper suspension arm is pivotally supported on the vehicle body for supporting the wheel in a vehicle upper position higher than an axle. A link member pivotally connects the wheel to the upper suspension arm and has an absorber connecting portion connected to a lower end of the shock absorber. The shock absorber connecting portion is disposed in the vehicle bottom position lower than an upper end portion of the in-wheel motor unit. The shock absorber is disposed between the vehicle body and the in-wheel motor unit and inclined so as to be closer to the vehicle body toward the lower end.

Abstract: A suspension device for an in-wheel motor driven wheel ensures a lever ratio and stroke of a shock absorber without setting the upper end portion of the shock absorber at a high position. A wheel driven by an in-wheel motor unit is suspended on a vehicle body via a suspension structure member and a shock absorber, the suspension structure member including an upper suspension arm pivotally supported with respect to the vehicle body, and a third link. The third link pivotally connects the upper suspension arm to the wheel while having a shock absorber connecting portion to which the lower end of the shock absorber is connected. Further, the shock absorber connecting portion is disposed in the vehicle bottom position lower than an upper end surface of the in-wheel motor unit.

Abstract: A steering device basically includes an in-wheel motor drive wheel, a dedicated in-wheel motor drive unit, an upper side fixing seat, a lower side fixing seat and a steering mechanism. The dedicated in-wheel motor drive unit includes an electric motor as a power source. The dedicated in-wheel motor drive unit is integrated with the in-wheel motor drive wheel. The upper side fixing seat is disposed at an upper part of the dedicated in-wheel motor drive unit. The lower side fixing seat is disposed at a lower part of the dedicated in-wheel motor drive unit. The steering mechanism converts a steering force to a steering torque around a king pin axis and applies a torque to the in-wheel motor drive wheel. The steering mechanism is disposed in a location that is on the king pin axis and that is above the in-wheel motor drive wheel.

Abstract: A steering device basically includes an in-wheel motor drive wheel, a dedicated in-wheel motor drive unit, an upper side fixing seat, a lower side fixing seat and a steering mechanism. The dedicated in-wheel motor drive unit includes an electric motor as a power source. The dedicated in-wheel motor drive unit is integrated with the in-wheel motor drive wheel. The upper side fixing seat is disposed at an upper part of the dedicated in-wheel motor drive unit. The lower side fixing seat is disposed at a lower part of the dedicated in-wheel motor drive unit. The steering mechanism converts a steering force to a steering torque around a king pin axis and applies a torque to the in-wheel motor drive wheel. The steering mechanism is disposed in a location that is on the king pin axis and that is above the in-wheel motor drive wheel.

Abstract: In a direct injection internal combustion engine, a fuel injection valve and a spark plug of adjacent cylinders are inclined at different angles from each other in directions perpendicular to a cylinder arrangement direction in which the cylinders are arranged. Besides, the fuel injection valve and the spark plug of at least one of the cylinders are inclined at different angles from each other in directions parallel to the cylinder arrangement direction. A cooling channel is provided between the fuel injection valve and the spark plug of the at least one of the cylinders.

Abstract: In a direct injection internal combustion engine, a fuel injection valve and a spark plug of adjacent cylinders are inclined at different angles from each other in directions perpendicular to a cylinder arrangement direction in which the cylinders are arranged. Besides, the fuel injection valve and the spark plug of at least one of the cylinders are inclined at different angles from each other in directions parallel to the cylinder arrangement direction. A cooling channel is provided between the fuel injection valve and the spark plug of the at least one of the cylinders.

Abstract: An engine fuel delivery system is provided to raise the fuel pressure rapidly in the initial stage of engine starting without increasing the cranking load, thereby making it possible to achieve an atomized fuel spray through high-pressure fuel injection, improve the fuel efficiency, and reduce emissions. The engine fuel delivery system uses a variable transmission mechanism that is configured to change the drive rotational ratio of a power transmission path between a crankshaft of an engine and a high-pressure fuel pump. The variable transmission mechanism controls the rotational speed of the high-pressure fuel pump to a rotational speed that is higher than the normal pump rotational speed in the initial stage of engine starting after the engine has been cranked to complete explosion.

Abstract: An engine fuel delivery system is provided to raise the fuel pressure rapidly in the initial stage of engine starting without increasing the cranking load, thereby making it possible to achieve an atomized fuel spray through high-pressure fuel injection, improve the fuel efficiency, and reduce emissions. The engine fuel delivery system uses a variable transmission mechanism that is configured to change the drive rotational ratio of a power transmission path between a crankshaft of an engine and a high-pressure fuel pump. The variable transmission mechanism controls the rotational speed of the high-pressure fuel pump to a rotational speed that is higher than the normal pump rotational speed in the initial stage of engine starting after the engine has been cranked to complete explosion.

Abstract: This invention relates to an exhaust recirculation system for a multi-cylinder internal combustion engine (1), wherein intake air aspirated to a collector (4) from an intake passage (6) of circular cross-section is provided to cylinders (#1-#4) via branch pipes (5A-5D) connected the collector (4). The exhaust gas recirculation system is provided with an exhaust gas recirculation pipe (7) which branches off from an exhaust passage (3) and connected to the intake passage (6), and an exhaust gas inlet (8, 9) which leads a recirculated exhaust gas of the exhaust recirculation pipe (7) into the intake passage (6) along a tangent line of the circular cross-section of the intake passage (6).

Abstract: An internal combustion gasoline engine has an air intake assembly which injects air through the cylinder head into the cylinder to generate swirl (horizontal vortex) flow (as opposed to tumble (vertical vortex) flow) for stratified charge combustion, and to generate tumble flow for homogeneous charge combustion. The piston includes a cavity combustion chamber at the top surface of the piston, the cavity combustion chamber having an increasing cross sectional area as the top of the piston is approached.

Abstract: A direct injection internal combustion gasoline engine has a piston 4 which includes a first inclined surface 22 approximately parallel to an intake-side inclined surface 11a of a cylinder head and a second inclined surface 23 approximately parallel to an exhaust-side inclined surface 11b of the cylinder head. A cavity combustion chamber 12 is recessed in the first inclined surface. A pair of valve recesses 31, 32 is also recessed in the first inclined surface. An arcuate dam section 21a is formed along the periphery of the valve recesses with the first inclined surface.

Abstract: An exhaust gas recirculation system for returning part of exhaust gas of an engine to an intake system has at least one EGR gas introduction port for directing the EGR gas into an intake air passage downstream of a throttle valve. The EGR introduction port opens, into the intake passage, in a tangential direction to produce a circumferential flow along an inside curved surface of the intake air passage around a central back flow region behind the throttle valve to mix the EGR gas efficiently with the fresh intake air and to prevent deposits on the throttle valve.

Abstract: An internal combustion gasoline engine has an air intake assembly which introduces air through the cylinder head into the cylinder to generate swirl (horizontal vortex) flow (as opposed to tumble (vertical vortex) flow) for stratified charge combustion, and to generate tumble flow for homogeneous charge combustion. The piston includes a cavity combustion chamber at the top surface of the piston, the cavity combustion chamber having a round shape and an increasing cross sectional area as the top of the piston is approached. During stratified charge combustion, swirl flow is smoothly guided into the cavity combustion chamber and preserved with a sufficient intensity since the cavity combustion chamber is well sealed at its whole periphery. During homogeneous charge combustion, a tumble flow is formed inside the cylinder, and fuel injection is made in the intake stroke. Fuel supplied into the cavity combustion chamber is easily washed away by the tumble stream.

Abstract: In a cylinder head for a multi-cylinder engine, which is manufactured by a casting process and which has two intake ports and two exhaust ports for each cylinder, the formation of a coolant conduit is facilitated. During the manufacture by casting, a coolant conduit is formed using a sand core so as to avoid the undersides of the intake ports. Further, a concave portion which opens to the under surface of the cylinder head is provided underneath a pair of the intake ports. And a connecting hole is formed in the cylinder head by a mechanical process so as to communicate the coolant conduit with the concave portion. In the case of a prior art type engine in which a fuel injector or the like is provided under the intake ports and the portion of the coolant conduit which passes under the intake ports is formed by using a sand core, , the sand core for this portion is easily damaged from the constructional point of view.