Abstract: In an actuating apparatus applicable to an actuation of a valve installed in an intake air passage of an internal combustion engine, a first magnetic circuit (D.sub.1) is formed with a stationary member (A) and with a part of a driven member (B), the driven member being disposed within the stationary member so as to be linearly or angularly displaced, and a second magnetic circuit (D.sub.2) is formed in the stationary member and another part of the driven member so as to be branched from the first magnetic circuit, a strength of a magnetic flux flowing through the second magnetic circuit being the same as that of a magnetic flux flowing through the first magnetic circuit and a direction of the magnetic flux flowing through the second magnetic circuit being opposite to that of the magnetic flux flowing through the first magnetic circuit.

Abstract: An air intake system for an internal combustion engine uniformly distributes the fuel-air mixture in the cylinder, and concentrates the mixture in the vicinity of an ignition plug in the cylinder by selecting the direction of supply of sprayed fuel, thereby improving ignitability of the mixture at the time of lean-burn operation. The system produces tumble flow in the cylinder for accelerating combustion and provides lean-burn operation, thereby suppressing consumption of the fuel and reducing the amount of exhaust gas. The fuel is injected by a fuel injection valve and collides with an intake valve, before being atomized. The atomized fuel flows into the cylinder from the side of the intake valve closer to the fuel injection valve. On the other hand, high-velocity air flow from bypass passages enters the cylinder from the side of the intake valve closer to the ignition plug, so as to produce tumble flow in the cylinder.

Abstract: An ignition system for an internal combustion engine having a magnetically conducting core with at least three legs and supporting a charging winding and a triggering winding. A flywheel, having at least one magnetic field generating member, cooperates with a magnetically conducting core to cause, when passing, voltages to be induced in the windings. An electronic switch is adapted to trigger, in response to a trigger pulse generated by the triggering winding, the discharge of a first capacitor which has been charged by voltage generated in the charging winding, via the primary of an ignition coil, a secondary of which comprises a spark plug. The triggering winding is wound about two of the legs on the magnetically conducting core whereas a third leg supports the charging winding.

Abstract: The invention is directed to a method and an arrangement for controlling the drive power of a motor vehicle equipped with a chargeable spark-ignition engine. In this method and arrangement, the engine power is adjusted via the air input and the charging pressure independently of each other as a function of the accelerator pedal deflection. In one range of the accelerator pedal deflection, the engine power is adjusted by adjusting an engine power actuator in dependence upon the accelerator pedal deflection and/or, in another range, the charging pressure is adjusted in dependence upon the accelerator pedal deflection.

Abstract: A pressure release brake for an internal combustion engine includes a master hydraulic actuator and a slave hydraulic actuator. The slave hydraulic actuator is operatively connected to the exhaust valve opening mechanism of one exhaust valve. The master hydraulic actuator is movable by an engine component to increase hydraulic pressure which moves the slave hydraulic actuator and opens the one exhaust valve near top dead center of compression strokes when the brake is operational. There is a lash adjusting mechanism for the slave hydraulic actuator. The lash adjusting mechanism includes a device for adjusting hydraulic pressure acting on the slave hydraulic actuator during exhaust strokes and thereby lash between the slave hydraulic actuator and the exhaust valve opening mechanism.

Abstract: In a motorbraking arrangement for a Diesel engine with at least one engine breathing valve and at least one fuel injector per cylinder and a high pressure fuel pump with a high pressure fuel reservoir for supplying high pressure fuel to the injectors, a control valve is provided for controlling the supply of fuel from the high pressure fuel reservoir to the breathing valve for its actuation during an engine compression stroke and a lower pressure fluid supply system is provided for operating the breathing valve during normal engine operation under the control of switch-over means which place the breathing valve in communication either with the high pressure fuel reservoir or with the lower pressure fluid supply system.

Abstract: The device operates by correcting the opening of an additional air control valve (13) as a function of the error E=N.sub.c -N between a set-point speed (N.sub.c) and the actual speed (N), and of the time derivative (E') of this error. The correction is a function of the deviation between the actual state of the engine (E, E') and the locus of the ideal states of the engine, defined by the pairs of specific values (E, E') which correspond to the states of the engine which allow the set-point speed (N.sub.c) to be regained without correcting the nominal opening of the valve (13). The device includes means (16, 17, 18) for outputting signals representing the error and its derivative to controllers (19, 19') whose outputs (.DELTA.u.sub.1, .DELTA.u.sub.2) are combined linearly by means (20, 20', 24) which output a signal (.DELTA.u) for correcting the nominal control of the opening of the valve (13), as a function of the aforementioned deviation.

Abstract: A temperature sensing system for an internal combustion engine includes a cylinder head temperature sensor. The temperature sensor has an elongate portion such that when the sensor is installed in the cylinder head, the elongate portion is axially deformed by a predetermined amount to provide a thermally conductive engagement with the cylinder head.

Abstract: A combustion chamber formed by a recess in the piston of an internal combustion engine is divided by restrictions into two or more partial chambers. The ratio between the minimum distance in the area of the restrictions and the maximum distance in concave areas of the wall of the combustion chamber, as measured from the axis of the combustion chamber, is between 0.2 and 0.5. In the area of the minimum distance downstream of the restriction, the wall of each partial chamber is inclined relative to the axis of the combustion chamber, the inclination decreasing continuously in downstream direction. To achieve extremely lean operation with low exhaust emissions, the fuel injection device is located in a position eccentric to the center of the combustion chamber, and the ignition device is located approximately in the center of the combustion chamber.

Abstract: The system is used to reduce the possibility of re-creating the conditions in which the phenomenon of detonation is triggered in a combustion chamber of an internal-combustion engine of a power unit which comprises an air inlet manifold, a plurality of cylinders, and an electronic ignition and injection system.The system comprises:means that sense the phenomenon of detonation;means that vary the amount of air channelled towards the combustion chamber; andmeans connected to the sensing means, for controlling the means for varying the amount of air channelled towards the combustion chamber in order to reduce the possibility of re-creating the conditions in which detonation is triggered.

Abstract: An intake and exhaust system for use with internal combustion engines that uses two intake valves and one exhaust valve for each engine cylinder. Said three valves are preferably round and spaced around said cylinder centerline in said cylinder head. A spark plug is provided in said head on said cylinder centerline and/or between each pair of adjacent valves. For best results, said two intake valves have substantially equal diameters. Said ratio of said area of said exhaust valve to said total area of an intake valve of from about is about 45 to 65%. Said head has three substantially hemispheric depressions each housing one of said valves. Squish areas are preferably provided around said combustion chamber periphery. Said piston surface is at least partially planar and can have an angled or radiused periphery or may have a central recess corresponding generally to said valve region.

Abstract: Ignition drive circuitry for generating sequential first and second arcs across electrodes of spark plugs in internal combustion engine cylinders for contributing supplemental combustion energy and for enabling simple, robust misfire detection with a first arc generated through rapid discharge of a storage element and the second arc generated through interruption of said discharge through a transformer primary ignition coil.

Abstract: A number of embodiments of three valve per cylinder engines which permit effective running under all engine running conditions by controlling the flow to some of the intake ports and by redirecting the flow, in some instances to other intake ports. A wide variety of control valves and fuel injector arrangements are also disclosed.

Abstract: An air-fuel control system for a lean burn engine which carries out lean burning under specific engine operating conditions causes the engine to burn at an stoichiometric air-fuel ratio regardless of engine operating conditions upon an occurrence of malfunctions of a stratifying device and/or a fuel injection timing control device, so as thereby to enable the engine always to operate in good conditions.

Abstract: An engine air-fuel ratio control system for a multi-cylinder engine that employs a fuel-air ratio sensor which is associated with only one cylinder. The other cylinders are operated leaner than that with which the sensor is associated. Also, the system can operate on an open control, and when switching from open control to feedback control, the incremental adjustments in fuel amount are initially made smaller and for a longer time period so as to reduce overshooting and hunting while permitting quick recovery during subsequent feedback control operation.

Abstract: A cylindrical type ignition apparatus housed in a spark plug hole of a cylinder of an internal combustion engine is disclosed. A center core, a primary coil, a secondary core and a side core are provided, and a closed magnetic path is formed by connecting magnetically the center core and the side core by a core on a high voltage side and a core on a low voltage side, or a semi-closed magnetic path is formed by connecting magnetically the center core and the side core by a core on a low voltage side.

Abstract: A preignition detecting system capable of detecting a preigniting condition (PI) at an early time. Vibration of an internal combustion engine is detected by a vibration sensor 113, and is fetched by a controller 12. The crank angle is detected by a crank angle sensor 111. It is so determined that PI has occurred when a difference between the ignition timing and the crank angle at which the vibration level exceeds a predetermined level becomes smaller than a predetermined value. It is further determined that the PI is occurring when the vibration level continues to increase despite the ignition timing being delayed continuously, enabling the occurrence of PI to be detected quickly and reliably. Furthermore, the constitution is simplified by installing a first gate that opens after the passage of a short period of time from the ignition timing and a second gate that opens thereafter.

Abstract: A universal combustion system for positive displacement thermal engines enabling use of different kinds and types of fuels the combustion system including a premix and precombustion module that is connected to the main combustion chamber of the engine for premixing air and fuel in a premix chamber in the module that is isolated from the main combustion chamber, the module having automatic control means coordinated with the compression cycle of the engine for premixing fuel and air in the premix chamber and releasing the mixture into the main combustion chamber at an opportune time in the engine cycle.

Abstract: A control for a throttling member, for example a throttle butterfly of an internal combustion engine. The actuating device has an actuating member which is designed as a plastic part and is molded onto one end of an adjusting shaft by means of an inner fixing sleeve and a recess made in the adjusting shaft in the form of a slot which is filled with plastic, thus allowing reliable torque transmission. The actuating device is suitable for throttling devices of mixture-compressing, spark-ignition or air-compressing, self-ignition internal combustion engines.

Abstract: Supply of fuel is stopped when fuel pressure sensed by a pressure sensor provided upstream of a regulator is at a predetermined value or less to avoid abnormal combustion caused by improper adjustment of air/fuel ratio. Even slight variation of the fuel pressure is sensed by monitoring the fuel pressure in an interval after closing a fuel shut-off valve once opened to re-opening of it. In addition, an abnormal state in the fuel system is detected by comparing an accumulated value of amount of injected fuel and an estimated value of fuel consumption in the tank. Furthermore, the peak current value of the fuel injection valve is controlled so that, when the engine at a low temperature is started, lift load of the injection valve is larger than sticking force of the injection valve, thereby preventing such situation where the injection valve is frozen so that it cannot supply fuel to the engine. In this case, the engine can be smoothly started by simultaneously controlling the valve open time.