Abstract: A supercharged internal combustion engine arrangement comprising an internal combustion engine having a plurality of turbo-chargers arranged to charge air into the engine and mechanism responsive to an operating condition of the engine for disabling at least one of the turbo-chargers, the arrangement being such that at low speeds all the turbo-chargers are used, and that as the speed rises the at least one turbo-charger is gradually disabled, thereby to improve the responsiveness of the engine.

Abstract: An intake system for an internal combustion engine comprises: an intake passage having an intake port and an inertial supercharging intake pipe leading from the passage; a rotary valve in the intake pipe and rotatable for opening and closing the intake pipe; and timing adjusting means for changing the opening timing of the rotary valve in accordance with engine speed.

Abstract: An accumulation type fuel injector is provided with an injector body and a needle valve guide having its one end fixed to the injector body. A nozzle body is fixed to the other end of the needle valve guide. The nozzle body is formed with an injection port and with an accumulation chamber. A needle valve is disposed in the accumulation chamber and is guided by the needle valve guide. A valve member is fitted in the injector body, and a check valve is guided by the valve member. A high-pressure fuel supply conduit is in communication with the accumulation chamber such that the needle valve opens when pressure in the fuel conduit is reduced. A controller guided by the valve member opens the check valve at the end of the fuel injection and a control piston guided by the injector body closes the needle valve.

Abstract: A fuel injector is provided wherein an accumulating chamber is formed around a needle valve in a nozzle assembly housing to open and close an inlet port. An injection end control valve is disposed between the accumulating chamber and a fuel passage having communication with an atmospheric pressure side of the needle valve. The injection end control valve functions to introduce high-pressure fuel from the accumulating chamber into the atmospheric pressure side of the needle valve. Thus, rapid closing of the needle valve is enabled.

Abstract: A continuously variable transmission for a vehicle (FIG. 1) has a drive pulley (4), a driven pulley (11), and a tension pulley (19) each having a pair of axially spaced rotors. The opposed inner faces of the rotors of each pulley are formed with slopes which have gradients with respect to the respective axis of rotation increasing continuously in proportion to the radii of the faces. A plurality of belts made up of thin bands (22a, 22b, 22c) run on the three pulleys (4, 11, 19) such that the respective band edges are in contact with the respective slopes of the three pulleys. The distances between the respective slopes of the drive and driven pulleys are variable, so that the rotating speed ratio between the drive and driven pulleys can be varied by varying the contacting radii of the belts with the drive and driven pulleys, while uniform tension is imparted to the belts by the tension pulley.

Abstract: A turbo-charged compression ignition engine having a turbo-charger (40) for supercharging the engine, a mechanism (56, 59) for controlling the timing of closing of the inlet passage (42) of the engine, and an auxiliary cam for opening the exhaust valve of the engine at a point near the bottom dead center in the suction stroke. The area of the nozzle of the turbine of turbo-charger is controllable by a rotor-type mechanism (69). A passage formed in the rotary-type mechanism opens to the downstream side of this mechanism. The passage is communicated with the inlet pipe of the engine through a passage (42a).