Abstract: In an apparatus for controlling warm-up operation of a general-purpose internal combustion engine having a throttle valve installed in an air intake pipe and connectable to an operating machine to be used as a prime mover of the machine, it is configured to calculate a basic fuel injection amount based on an engine speed and a throttle opening and control engine warm-up operation by calculating a warm-up time fuel injection amount by correcting the calculated basic fuel injection amount based on one of a temperature change amount of a spark plug seat of the engine, the throttle opening and an output of the operating machine and injecting fuel from an injector by the calculated warm-up time fuel injection amount. With this, it becomes possible to calculate a fuel injection amount suitable for the engine warm-up condition by using an appropriate parameter in place of the lubricating oil temperature.

Abstract: An engine starting device is provided with a battery, a starter motor, an inrush current limit circuit and a control unit. The inrush current limit circuit has a resistor and a bypass relay connected in parallel. The inrush current limit circuit is interposed between the battery and the starter motor. The bypass relay has a normally open contact that is configured to be closed at a time of engine startup. The control unit is programmed to include a fault identification unit that identifies a location of fault occurrence in the inrush current limit circuit based on a minimum voltage of the battery existing while the starter motor is determined to be in operation and an amount of decrease in voltage of the battery existing while the normally open contact is determined to be actuated in a closing direction.

Abstract: A control device for an internal combustion engine including a variable compression ratio mechanism arranged to vary a relative position relationship between a piston and a cylinder, and thereby to vary a mechanical compression ratio, and a fuel injection valve arranged to directly inject a fuel within a combustion chamber, the control device includes: at least in an engine high load region including a full open, the compression ratio at an exhaust upper dead center being controlled to a low compression ratio, a fuel injection start timing of the fuel in which an air-fuel mixture is formed within the combustion chamber, and which is ignited by an ignition plug being set before an exhaust upper dead center so that a fuel injection period crosses an upper dead center.

Abstract: An engine has an ignition source in a combustion chamber of the engine. An inner housing is provided that includes one or more jet apertures and defines an inner chamber containing the ignition source. An outer housing (or pre-chamber) is provided that includes one or more jet apertures in communication with the main combustion chamber and defines an outer chamber containing the inner housing.

Abstract: A fluid injector has a solid state actuator and a control piston unit arranged in a recess of an injector body. A transmission pin mechanically couples the actuator to the control piston unit. A first control chamber, coupled hydraulically to a second control chamber, is delimited by the control piston unit and the injector body. A control piston of the control piston unit has an end surface that is coupled to the transmission pin and which delimits the first control chamber. The control piston unit has a control sleeve arranged coaxially with the control piston and an inwardly directed projection that provides a driving coupling between the control piston and the control sleeve after a predefined control stroke of the control piston. The driving coupling results in the control piston influencing a free volume of the first control chamber during an axial movement of the control piston.

Abstract: Methods and systems are provided for an engine including a humidity sensor. Degradation of the humidity sensor may be determined based on a change in intake air relative humidity as compared to a change in intake air temperature or pressure, under selected conditions. An amount of exhaust gas recirculated to an engine intake is adjusted differently based on whether the humidity sensor is degraded or functional.

Abstract: A closing fork and open spring bias of a center power valve for a hitless control of an adjustable exhaust port 2-stroke motorcycle engine includes a closing fork which includes a flat plate that extends into two substantially parallel flat closing fork arms. An internal closing fork base section cylindrical wall accepts a shaft inserted there through. Each torsion spring of two torsion springs has a first extended leg including an approximately 90-degree bend about where the first extended leg extends out from a spring body of each torsion spring and a second leg extending straight out of a body of each torsion spring. Each of the torsion springs is a mirror of each other where the first extended leg extends from a different side. An upgrade kit and a method to convert a power valve system 2-stroke motorcycle engine to a hitless operation are also described.

Abstract: The invention relates to a device for controlling a multiple spark operation of an internal combustion engine, wherein an ignition transformer can be switched off and back on again for delivering or interrupting an ignition spark energy based on at least one current threshold. The invention proposes that the at least one current threshold be programmable.

Abstract: An air feed ratio controlling apparatus can include a predictor for predicting an air fuel ratio on the downstream side of a catalyst calculates a predicted air fuel ratio at least based on an actual air fuel ratio from an oxygen sensor and a history of a first correction coefficient. The air fuel ratio controlling apparatus can also include an adaptive model corrector which determines the deviation between the actual air fuel ratio and the predicted air fuel ratio as a prediction error ERPRE, and superposes a second correction coefficient on the first correction coefficient so that the prediction error may be reduced to zero.

Abstract: In an engine starting apparatus, a starter control unit is configured to, upon command to start the engine, put a starter in a drive ON state to begin cranking of the engine and then put the starter in a drive OFF state at a predetermined timing. The starter control unit is configured to, when acceleration is requested within a predetermined time period from the command to start the engine, keep the starter in the drive ON state even after the time when the starter would be put in the drive OFF state without the acceleration request within the predetermined time period, and drive the starter to torque-assist the engine, thereby performing an assist mode in which both the engine) and the starter serve as drive sources for driving a vehicle.

Abstract: A vaporized fuel processing apparatus has a canister capable of adsorbing vaporized fuel generated in a fuel tank, a vapor path connecting the canister to the fuel tank, a closing valve provided in the vapor path, a purge path connecting the canister to an intake path of an engine, a pressure sensor for detecting the inner pressure of the fuel tank, and an electric control unit controlling the vaporized fuel processing apparatus. When the inner pressure of the fuel tank is in excess of the measurement range of the pressure sensor, the learning of the valve opening start position is prohibited, and pre-learning depressurization control is performed through change of the stroke amount of the closing valve in the valve opening direction until the inner pressure of the fuel tank is within the measurement range of the pressure sensor.

Abstract: A controller puts an internal combustion engine in a first induction control state in which a lift amount of an inlet valve is equal to or smaller than a predetermined amount and an opening of a throttle valve is larger than a predetermined opening with respect to a predetermined running state. The controller puts the internal combustion engine in a second induction control state in which the lift amount of the inlet valve is larger than the predetermined amount and the opening of the throttle valve is equal to or smaller than the predetermined opening with respect to the predetermined running state. An automatic stopper automatically stops the internal combustion engine in when the lift amount of the inlet valve is equal to or smaller than the predetermined amount, when a stopping condition of the internal combustion engine is met under which a predetermined vehicle state is produced.

Abstract: A dual fuel injection valve includes a primary fuel treatment space and a secondary fuel treatment space formed extending the fuel valve block and the hybrid nozzle block in the longitudinal direction and side by side with each other. The primary fuel treatment space includes a primary cylinder passage, a primary fuel passage and a primary nozzle hole. The secondary fuel treatment space includes a secondary cylinder passage formed separately form the primary cylinder passage, a secondary fuel passage formed separately form the primary fuel passage hole, a secondary nozzle hole. The dual fuel injection valve further includes a first chamber formed in a lower portion of the secondary cylinder passage, a second chamber disposed between the first chamber and the secondary nozzle hole and formed to surround the secondary cylinder passage, and a primary fuel movement hole connecting the primary cylinder passage and the second chamber.

Abstract: A combustion chamber for an opposed-piston engine includes a squish zone defined between circumferential peripheral areas of opposing end surfaces of the pistons, a cavity defined by one or more bowls in the end surfaces, and at least one injection port that extends radially through the squish zone into the cavity. The cavity has a cross-sectional shape that imposes a tumbling motion on air flowing from the squish zone into the cavity.

Abstract: An engine control system for a vehicle, includes a delay and rate limit module, a throttle control module, a phaser control module, and an exhaust gas recirculation (EGR) control module. The delay and rate limit module applies a delay and a rate limit to a first torque request to produce a second torque request. The throttle control module determines a target throttle opening based on the second torque request and selectively adjusts a throttle valve based on the target throttle opening. The phaser control module determines target intake and exhaust phasing values based on the second torque request and selectively adjusts intake and exhaust valve phasers based on the target intake and exhaust phasing values, respectively. The EGR control module determines a target EGR opening based on the first torque request and selectively adjusts an EGR valve based on the target EGR opening.

Abstract: An ignition circuit for a combustion engine has an ignition coil and a control unit for the coil. The coil and the control unit are included in a common component as an ignition module. The module is supplied with voltage by a generator driven by the engine. A spark plug and the coil form a power circuit which includes a line segment to a reference potential outside the module. A sensor detects data of the engine and the output of the sensor is supplied to the module. The sensor is supplied with voltage via a sensor circuit. The sensor circuit and the power circuit use the line segment as a common connection to the reference potential, so that for a defect of the line segment, a missing connection to the reference potential in the high voltage circuit is recognized via the change of the sensor output signals.

Abstract: A control method of a spark ignition engine and a spark ignition engine capable of warming up an engine more promptly while promptly activating a catalyst are provided. Implemented is the control of igniting a mixture at an ignition timing that is set on a more lag side than an MBT, which is an ignition timing in which an output torque of the engine becomes maximum until the catalyst is activated after the engine is started. After the catalyst is activated, until the engine is warmed up control of increasing a ratio of burned gas contained in the mixture within the combustion chamber to be more than the ratio of the burned gas in the mixture during a first period, and control of igniting the mixture containing more burned gas than the burned gas in the first period are implemented.

Abstract: A combustion chamber construction for opposed-piston engines includes an elongated, bilaterally symmetrical shape referenced to a major axis and a pair of injection ports located on the major axis when the pistons are near respective top center positions. The combustion chamber is defined between a bowl in the end surface of a first piston of a pair of pistons and mirrored ridges protruding from the end surface of a second piston of the pair. Each ridge includes a central portion that curves toward a periphery of the end surface of the second piston and which transitions to flanking portions that curve away from the periphery. The ridge configuration imparts a substantially spherical configuration to a central portion of the combustion chamber where swirling motion of charge air is conserved.

Abstract: A control system for a dual gaseous and liquid fuel engine includes an electronic controller configured to receive data from a plurality of sensing mechanisms indicative of an error in a plurality of different engine operating parameters. The electronic controller is further configured to determine a highest priority one of the errors, and limit substitution of the gaseous fuel responsive to a normalized value thereof.

Abstract: A fuel tank evaporative emissions control and diagnostic system includes a fuel tank, a canister in fluid communication with the fuel tank to receive vapor escaping from the fuel tank, at least one isolation valve positioned between the fuel tank and the canister, a pressure sensor in fluid communication with the canister, a purge valve positioned between the canister and an internal combustion engine to be in fluid communication with the canister and the internal combustion engine, a canister vent valve positioned on an air inlet of the canister for allowing air to purge vapor from the canister to exit the and into the internal combustion engine, and one or more electronic controllers coupled to the pressure sensor, the isolation valve, the purge valve, and the canister vent valve for controlling the valves according to a preset diagnostic test for checking for malfunctions in the system.