Abstract: A fuel injection system has a fuel supply line which extends from a fuel reservoir to a fuel injector through a booster and is hydraulically isolated from a hydraulic circuit for operating the booster and a hydraulic circuit for operating a nozzle needle actuator, which is operatively associated with the fuel injector to control fuel injection. The two hydraulic circuits share a common source of hydraulic fluid supply which is independent of the fuel reservoir and adapted to actuate general hydraulic units. An electronically operated pressure control valve is controlled by a control unit to drive the booster with a hydraulic fluid pressure which varies in proportion to a varying engine load, i.e. full load, partial load and no load.

Abstract: A sensor (24) is provided to sense the humidity at the inner surface of a window of a vehicle interior. When the sensed surface humidity is above a certain value, the possibility of the window being fogged arises and a humidifier (28) is de-energized. The humidifier (28) is normally operated to increase the interior humidity to within a desirable range. When the surface humidity is above a higher value, the air interior air control system is operated to reduce the interior humidity by turning on a defroster or the like in accordance with the outside air temperature.

Abstract: An automotive air conditioning apparatus is provided which, in raising the temperature inside a vehicle cabin from a low level to a preset higher level in a maximum cooling mode or in lowering the cabin temperature from a high level to a preset lower level in a maximum heating mode, suitably controls in an initial stage of the procedure the revolution speed of a blower but does not drive an air mix door at all to keep it at an existing opening degree. When the revolution speed of the blower reaches a predetermined lowest speed, the air mix door begins to be driven to vary its opening degree progressively and suitably while, at the same time, a first reference temperature level for deactivating a compressor associated with a cooler is shifted to a second reference temperature level.

Abstract: An air conditioning system for preventing the fogging of vehicle windows includes a defroster switch which is closed to turn on a compressor when the temperature at or around the surfaces of an evaporator drops down to a predetermined off mode level. When the temperature outside the vehicle passenger compartment drops from a relatively high level to a first predetermined level, the off mode level becomes saturated to a constant (maximum) level. As the outside temperature further drops to reach a predetermined second temperature level, the off mode level is progressively lowered from the maximum level to a lower level. With this control, the compressor is turned on again after being closed by closing of the defroster switch, thereby permitting the vehicle windows to be cleared of the fogging from their inner surfaces.

Abstract: A sensor (27) is provided to sense the humidity at the inner surface of a window of a vehicle interior. When the sensed surface humidity is above a certain value, the possibility of the window being fogged arises and the proportion of outside air to recirculated air is increased to 100% to reduce the interior humidity. When the surface humidity is above a higher value, the interior air control system (5) is operated to reduce the interior humidity by increasing the amount of inlet air, the inlet air temperature, etc.

Abstract: A heater (19) is disposed in an air flow duct (12) having an upper air outlet (22). An air filter (36) is disposed in a bypass duct (31) having an outlet (32) communicating with the upper outlet (22). Cool air flows into the bypass duct (31) from the air flow duct (12) upstream of the heater (19). Warm air is mixed with the cold air in the bypass duct (31) and is obtained either from the air flow duct (12) downstream of the heater (19) or is constituted by recirculated air from a vehicle passenger compartment.

Abstract: When a temperature inside a vehicle cabin is higher than a temperature outside the cabin, a full cooling mode of operation is started by moving an outside/recirculated air selector door to a first position where 100% outside air will be supplied to replace the hotter inside air. When the inside temperature is lowered to substantially coincide with the outside temperature, the air selector door is shifted to a second position where the amount of outside air supply becomes 0%. As the inside temperature is further lowered to a level somewhat higher than a preset command level, the proportion of the outside air increases from 0% to a predetermined upper limit such as 30% little by little until it is fixed at 30% when the inside temperature settles at the reference temperature. A compressor is kept inoperative in the first stage of cooling operation in which the selector door is in the 100% outside air position.

Abstract: Whether the rear seat in a passenger compartment of a motor vehicle is occupied or not is sensed and, if not, a mode door adapted to control the proportion of air flows through upper and lower outlets of an air flow duct is suitably controlled such that the amount of air blown out from the lower outlet into the passenger compartment is increased relative to that from the upper outlet which will direct the air toward the rear end of the passenger compartment. Additionally, the temperature for turning the compressor on and off are shifted to slightly higher levels compared with the temperatures at which the compressor would be turned on and off if the rear seat were occupied.

Abstract: In on-off controlling a compressor of an automotive air conditioning apparatus in a cooling mode of operation, a compressor control switch responsive to a parameter indicative of an operating condition of the compressor is actuated by an output of a sensor for sensing an engine operating condition of a motor vehicle. During a deceleration, the sensor establishes an electrica path from a power source to the compressor which bypasses the compressor control switch. This bypass path is also set up when the motor vehicle is in a standstill with the engine idled. As a deceleration lasts over a given period of time, a timer is actuated to make a connection between the compressor control switch and the power source alive again. An idling up circuit compensates for a decrease in the engine speed attributable to compressor activation during a constant speed run and/or a standstill of the motor vehicle.

Abstract: The outlet temperature of a cooler (31) is controlled within predetermined limits in accordance with the difference between a desired set temperature in an enclosure (13) and the actual temperature therein in such a manner as to minimize the time the cooler (31) is energized. Minor temperature variations in the enclosure occuring while the cooler (31) is off are compensated for by positioning an air mix door (37).

Abstract: In a distribution type fuel injection system, the fuel injection advance angle, or the relative angular position at which fuel injection begins, is controlled by a first spring loaded piston (44). The spring force is opposed by pressurized fuel from a pump (14), the pressure increasing with engine speed. A second spring loaded piston (49) moves the first piston (44) to an advanced position for starting the engine and is retracted when the fuel pressure reaches a certain value to subsequently retard the advance angle in an idling speed range. The fuel pressure moves the first piston (44) to progressively advance the angle in a higher speed range. An electromagnetic valve (62) is controlled to trap fuel and apply a hydraulic lock to the second piston (49) during starting of the engine to prevent retarding of the advance angle until the engine speed or coolant temperature reaches a predetermined value.

Abstract: A proportion of outside air to recirculated air is reduced when a sensed humidity in a vehicle compartment (14) drops below a first predetermined value. If the humidity is still below the first predetermined value after a certain amount of time has elapsed, a humidifier (24) is turned on. Conversely, if the humidity rises above a second predetermined value which is higher than the first predetermined value, the humidifier (24) is turned off. If the humidity is still above the second predetermined value after a certain length of time has elapsed, the proportion of outside air to recirculated air is increased.

Abstract: A main duct (12) contains a heater (19) and has an upper air outlet (22). A bypass duct (31) has an inlet (32) communicating with the main duct (12) upstream of the heater (19) and an outlet (33) communicating with the upper air outlet (22). A humidifier (36) is provided in the bypass duct (31). The bypass duct (31) has a circulated air inlet (37) and a proportioning door (38) for controlling the amount of air entering the bypass duct (31) from the main duct (12) and the circulated air inlet (37) to enable temperature control of the humidified air which is discharged from the upper air outlet (22) against the driver's face. An air cleaner (71) may also be provided in the bypass duct (31) and operated with the humidifier (36).

Abstract: A start lever (56) and a tension lever (18) are rotatable about a pin (19). The tension lever (18) is connected to a fuel control sleeve (28) so that an amount of fuel pumped and injected into an engine depends on the position of the tension lever (18) and sleeve (28). Upon rotation of flyweights (13), a governor rod (52) is urged through a hole (54) in the start lever (52) toward the tension lever (18) against the force of a start spring (22). A flange (53) formed on the governor rod (52) abuts against the start lever (18) so that the force of the start spring (22) is transmitted to the flyweights (13). The end of governor rod (52) abuts against the tension lever (18) at a certain engine speed so that further movement of the governor rod (52) is opposed by a governor spring (26) connected to the tension lever (18).

Abstract: In a distribution type fuel injection system, the injection advance angle, or the relative angular position at which fuel injection begins, is controlled by a first spring loaded piston (44). The spring force is opposed by pressurized fuel from a pump (14), the pressure increasing with engine speed. A second spring loaded piston (49) moves the first piston (44) to an advanced position for starting the engine and is retracted when the fuel pressure reaches a certain value to retard the advance angle in an idling speed range. The fuel pressure moves the first piston (44) to progressively advance the angle in a higher speed range. An O-ring (61) is provided to an end of the second piston (49) which abuts against an end wall (53) so that the fluid pressure receiving area of the second piston (49) is small when the second piston (49) abuts against the end wall (53) but is greater when the second piston (49) is moved away from the end wall (53).

Abstract: A circular cylinder (12) is formed with a plurality of bores (18), (19), (21), (23) in which double acting pistons (33) are slidably disposed. A diagonally oriented swash plate (24) reciprocates the pistons (33) for compressively displacing fluid through the bores (18), (19), (21), (23). A lower portion of the cylinder (12) defines a lubricant sump or chamber (81) in which a lubricant oil is contained. The swash plate (24) is partially immersed in the oil for spash lubrication.Cylinder heads (63), (73) are fixed to the opposite ends of the cylinder (12) and are each formed with an inlet chamber (68), (76) and an outlet chamber (71), (77). Partitions (121), (126) formed in the cylinder (12) sealingly define secondary chambers (122), (127) in the lubricant chamber (81) which may communicate with either the inlet chambers (68), (76) or the outlet chambers (71), (77) to constitute extensions thereof.

Abstract: A float operated switch (21) is actuated when the level of refrigerant fluid in a reservoir (11) is below a predetermined value to produce an electrical signal. The signal is delayed by 10 to 30 seconds and applied to a switch circuit (54) to disengage an electromagnetic clutch (63) and thereby de-energize a compressor (64). The clutch (63) is also disengaged by the action of a thermal switch (61) when the temperature in a space which is being air conditioned drops below a predetermined value. The operation of the float operated switch (21) is inhibited when the sensed temperature is below the predetermined value and also when a motor which drives the compressor (64) is not operating to prevent erroneous de-energization of the compressor (64).

Abstract: Glow plugs (16), (17), (18), (19) for a Diesel engine are connected to a power source (12) through a switch (13) to receive electrical power. A time constant circuit including a capacitor (32) and resistors (31), (33) is connected to the power source (12) through another switch (27) together with the glow plugs (16), (17), (18), (19). The time constant circuit is constructed so that the voltage across the capacitor (32 ) is proportional to the temperature of the glow plugs (16), (17), (18), (19). A comparator (34) opens the switches (13), (27) to disconnect the power source (12) from the glow plugs (16), (17), (18), (19) and time constant circuit when the voltage across the capacitor (32) is above a predetermined value and closes the switches (13), (22) to connect the power source (12 ) to the glow plugs (16), (17), (18), (19) and time constant circuit when the voltage across the capacitor (32) is below the predetermined value.

Abstract: A rotor (18) is disposed in a bore (14) of a cylinder (13) and carries vanes (33), (34), (36), (37) in radial slots (28), (29), (31), (32), the vanes (33), (34),(36), (37) being urged into engagement with the wall of the bore (14) by oil pressure applied to inner ends of the vanes (33), (34), (36), (37). The cylinder (13), rotor (18) and vanes (33), (34), (36), (37) are configured to displace refrigerant fluid or the like through the bore (14) from an inlet (19), (21) to an outlet (22), (23) upon rotation of the rotor (18). The trailing outer edges (28a') of the slots (28), (29), (31), (32) are chamfered, thus reducing frictional resistance between the vanes (33), ( 34), (36), (37) and slots (28), (29), (31), (32) to radial movement and producing a reservoir (28c') for oil forced through clearances between the slots (28), (29), (31), (32) and vanes (33), (34), (36), (37).

Abstract: A sensor (16) is connected to a high pressure line (13) in a fuel injection system for an internal combustion engine. The sensor (16) produces an output current which is proportional to the pressure in the line (13). The current is converted into a corresponding voltage and a displayed a voltmeter (21). An alarm is produced when the voltage exceeds a predetermined value or range. A second voltmeter (23) is energized to display the voltage when the alarm is produced.