Abstract: A fuel control system for a cylinder direct injection internal combustion engine. A predetermined portion of the fuel spray is appropriately ignited regardless of the correction of the ignition timing, thereby always securing stable, satisfactory combustion. In the case where the ignition timing is corrected, the fuel injection timing is corrected in accordance with the ignition timing correction amount. The fuel injection timing is corrected also with the change in the internal cylinder pressure and the fuel injection velocity taking the intake pipe pressure and the fuel pressure into account, thereby maintaining the required ignition point of the fuel spray.

Abstract: An air intake assembly having a bypass and method of operating an engine are disclosed. The air intake assembly has a first opening having a throttle plate disposed in the opening and configured to control the passage of combustion gas through the opening. A second opening is vented to atmosphere and configured to pass combustion gas through the second opening.

Abstract: A spark plug capable of removing the remaining electric charges is proposed. The spark plug can be installed in a vehicle and has an insulating body, a center electrode, a conductive housing and a conductive wire. The center electrode is passed through the insulating body. The conductive housing is disposed outside the insulating body. One end of the conductive wire is connected to the conductive housing and the other end of the conductive wire is fixed on a negative electrode of a battery of the vehicle. Since the electric charges remaining in the spark plug can be removed by the conductive wire after the high-voltage current sent from the ignition system induces the sparks, the present invention can avoid the damage of the spark plug to keep the spark plug in good status, maintain the efficiency of the engine, and make the car safer in usage.

Abstract: In an air intake apparatus for an engine, an intake port is connected to a cylinder of the engine and an intake valve opens and closes a downstream end of the intake port. The air intake apparatus includes a partition wall provided along a longitudinal direction of the intake port so as to cross-sectionally partition the intake port into two sections, and an intake control valve provided in a pipe forming the intake port, opening and closing a first flow path implemented by partition by the partition wall, and closing the first flow path and narrowing a second flow path. Assuming a sliding direction of a piston within cylinder as an up-down direction, the intake port is partitioned into two upper and lower sections.

Abstract: A method for calculating transient fuel wall wetting characteristics of an operating engine is described. The method accounts for cylinder valve deactivation of cylinders in the engine in calculating the dynamic fueling compensation. In one example, fuel vaporization effects from fuel puddles in deactivated cylinders is considered when calculating the fueling compensation for active cylinders.

Abstract: A power control device and method for a motorcycle. The power control device controls the power of the motorcycle engine in predetermined situations. The power control device controls the power output of the engine while maintaining an optimal air-to-fuel ratio to prevent backfires and misfires during combustion. In one embodiment, the power control device reduces the airflow to the engine by rotating a throttle valve. The amount of fuel delivered to the engine is also reduced corresponding to the position of the throttle valve. By reducing the amount of fuel delivered to the engine based upon the amount of airflow to the engine, the air-to-fuel ratio within the engine remains optimal for combustion. The throttle valve can be rotated by the operator and by the power control device. The position of the throttle plate and corresponding power output of the engine is controlled by the operator until overridden by the power control device.

Abstract: The invention concerns an ignition device for internal combustion engine comprising: a main combustion chamber (1) fitted with a compression system; and an igniter (11) comprising a precombustion chamber (2) and an ignition system (13, 14), the precombustion chamber being defined by a precombustion chamber body (12) having a head (12a) including passageways (15), the head (12a) of the precombustion chamber body (12) separating the precombustion chamber (2) from the main chamber (1) and communicating the precombustion chamber (2) and the main chamber (1) through the passageways (15), characterized in that the passageways comprise at least one passageway enabling the propagation of a flame front of the precombustion chamber (2) to the main chamber (1) when the engine operates on low load and at least one passageway not enabling the propagation of a flame front while enabling the passageway of unstable compounds of the precombustion chamber (2) to the main chamber (1).

Abstract: An internal combustion engine includes an engine body including a cylinder that defines a combustion chamber, an intake opening that faces the combustion chamber, and an intake passage in communication with the combustion chamber through the intake opening, a piston provided in the cylinder, an intake valve that opens and closes the intake opening, a throttle valve provided in the intake passage, and an injector that injects fuel between the throttle valve in the intake passage and the intake opening. A ratio of a volume of the portion that extends from the throttle valve in the intake passage to the intake opening, to a stroke volume of the cylinder is at most approximately 0.61. The time period in which fuel injection from the injector is terminated during an idling operation is set within a period of time after one intake stroke has been completed and before the next intake stroke is begun.

Abstract: An ignition device (2) for an internal combustion engine, a controller (1) for said ignition device (2) and an ignition unit comprising the ignition device (2) and controller (1) are disclosed, whereby the controller (1) is linked to the ignition device (2) by means of a bi-directional control line (5).

Abstract: In a method of controlling a drive unit, particularly an internal-combustion engine generator unit, in addition to first and second controlling devices, a third controlling device is provided for computing a third injection quantity. One of the controlling devices is set as dominant for controlling the rotational speed. From an operator determined charge definition, a charge injection quantity is computed, and is compared with the injection quantity of the dominant controlling device. As a function of the comparison, the dominance of the controlling device is retained or the charge definition is set to be dominant for a power-determining signal.

Abstract: A throttle body has a main body made of resin. A throttle valve, a motor, and a gear mechanism, are disposed within the main body, so that the rotation of the motor is transmitted to the throttle valve via the gear mechanism. The gear mechanism includes a drive gear, mounted to an output shaft of the motor, and an intermediate gear disposed between the drive gear and the throttle valve. A metal plate is mounted to a motor casing of the motor and the intermediate gear is mounted to the metal plate. The interface between the intermediate gear and the throttle valve is adjustable.

Abstract: A method for controlling a positioning device of an internal combustion engine includes the an electric motor for actuating the positioning device. The electric motor actuates the positioning device against the spring bias torque. A first current is supplied to the electric motor to move the motor to an actual position. The actual position of the throttle plate is compared to a requested position. The first current is monitored to determine the required current to oppose the spring torque at the actual position. The requested position is summed with a spring opposition term based upon the required current into a adjusted requested position. Finally, a current is supplied to the electric motor to move the positioning device to an adjusted requested position.

Abstract: A system and method for determining when a position of a throttle is not adequately conforming to a command signal provided by a control module, such that a fault indication should be provided, is disclosed. The system includes a throttle assembly including the throttle, which is configured to generate a position signal indicative of the position of the throttle, and a processor that is coupled to the throttle assembly and is configured to receive the command signal and the position signal. The processor is further configured to determine a first limit that is functionally dependent upon the command signal, the first limit delimiting an acceptable range of throttle positions from a first unacceptable range of throttle positions, and to determine that the position of the throttle is not adequately conforming to the command signal when the position of the throttle as indicated by the position signal is in the first unacceptable range of throttle positions.

Abstract: Actuator configuration, in particular, for actuating an injection valve of an internal combustion engine, includes an electrically activated actuator, a power switch for activating the actuator, a control input for receiving a control signal for actuating the power switch from an external control unit through a control line, and a diagnostic circuit connected at an input end to the actuator and/or to the power switch. For sensing the operating state, the control input is connected to at least a switching element in order to influence the electrical input characteristics, and the diagnostic circuit is connected at the output end to the switching element in order to influence the input characteristics as a function of the operating state and, as a result, to permit remote diagnostics by the external control unit through the control line. A method for actuating an injection valve of an internal combustion engine is also provided.

Abstract: The invention relates to a piston pump, which is intended for use as a return pump for a slip-controlled hydraulic vehicle brake system. To simplify the manufacture of a piston of the piston pump, the piston includes a thin sleeve.

Abstract: A getter pump with high gas sorption velocity includes a cylindrical housing that has an open end and a closed end and defines a chamber with a central axis. Three to eight getter structures are disposed within the chamber. The getter structures are symmetrically arranged around the central axis of the chamber and are substantially parallel to the central axis of the chamber. Each of the getter structures includes a plurality of porous disks of getter material disposed on a central shaft. A heater is centrally disposed within the chamber such that the heater is substantially coaxial with the central axis of the chamber.

Abstract: A fuel injector has a shroud surrounding its valve orifice. The shroud carries a porous element spaced from the orifice to define a chamber. Air passages are provided through the shroud for injecting air under pressure into the chamber. The fuel sprayed onto the porous element from the orifice enters the pores of the element and increases the wetted surface area such that the air under pressure passing through the porous element shreds the fuel films and finely atomizes the fuel for egress from the porous element into the internal combustion engine.

Abstract: An injector drive circuit capable of driving an injector of an internal combustion engine without using a DC-DC converter expensive. The injector drive circuit includes a power circuit for converting a voltage outputted from a magneto mounted on the engine into a DC voltage, a capacitor charged with a voltage accumulated in a voltage accumulator, a drive current feed circuit for applying a voltage across the capacitor to a solenoid coil to feed a drive current to the solenoid coil when it is fed with an injection command signal, and a holding current feed power supply section for feeding the solenoid coil with a holding current required for keeping a valve open after the drive current fed from the capacitor to the solenoid coil passes a peak value.

Abstract: A gasoline distillation apparatus (12) for an engine (14) includes a heated vapor separator (22), a condenser (24), and a controller (28). The heated vapor separator (22) partially vaporizes the engine's primary fuel (16) to generate a fuel vapor (44). The condenser (24) cools the fuel vapor (44) to produce a liquid secondary fuel (18) that is more volatile than the primary fuel (16). The controller (28) determines when the engine (14) is supplied with either primary (16) or secondary fuel (18). The secondary fuel (18) is used only during an initial engine operation period, while the primary fuel (16) is used all other times. After engine operation, the primary fuel (16) is purged from the engine (14) and replaced with the secondary fuel (18) to maximize secondary fuel (18) use during the initial engine operation period.

Abstract: A fuel filter assembly that provides a constant level of least restricted fuel flow through the fuel filter assembly during the useful life of the filter media by utilizing the least possible amount of filter media to provide the least possible pressure differential over the filter media while also providing a constant level of fuel additive by exposing an amount proportional to the filter media required for the least possible restricted fuel flow. The fuel filter assembly utilizes a vertically upward housing that houses a filter media and a fuel additive. The fuel level slowly rises in the housing as the filter media becomes obstructed with contaminants and as the fuel additive dissolves over the life of the filter media. The top portion of the housing is made of a transparent material so that the level of fuel may be easily determined, thereby allowing for an accurate and simple assessment of the useful life of the filter media and the fuel additive.