Abstract: An evaporated fuel treatment device comprising a purge control valve for controlling an amount of fuel vapor fed into the intake passage from a charcoal canister. The purge action of the fuel vapor is temporarily stopped and then restarted. The purge action is restarted by the purge rate of just before the purge action was stopped when the engine load at the time of the restart of the purge action is higher than a predetermined set load, while the purge action is restarted by a purge rate lower than a predetermined purge rate when the engine load at the time of the restart of the purge action is lower than the set load.

Abstract: In an intra-cylinder injection type engine, a first fuel cut-off starting rotational speed, a first return rotational speed and a first target idling speed in a compression stroke injection mode, which is superior in both combustion and responsivity, are set at lower speeds than a second fuel cut-off starting rotational speed, a second return rotational speed, and a second target idling speed in a suction stroke injection mode. During an operation in the compression stroke injection mode, a fuel cut-off mode and an idle running of the engine are practiced at a low engine speed, to improve the fuel economy without causing deterioration of combustion.

Abstract: The invention is directed to a method for controlling an internal combustion engine having a control unit for detecting various operating variables of the engine including engine rpm (Nmot) and engine load (TL) and for generating control variables. The engine has an optimal ignition angle (Zwopt) at which the engine operates at highest efficiency. A value for an optimal torque (Mopt) of the engine is determined in a first characteristic field in dependence upon the engine rpm (Nmot) and engine load (TL). The optimal ignition angle (Zwopt) is determined from a second characteristic field on the basis of the engine rpm (Nmot) and the engine load (TL). A corrective value (dZWTKM) from a third characteristic field is determined in dependence upon the engine temperature (Tmot) and the intake air temperature (Tans). The optimal ignition angle (Zopt) is coupled with the corrective value (dZWTKM) to form a corrected optimal ignition angle (Zopt).

Abstract: A control system for an internal combustion engine having an intake air amount regulating device and a fuel supply device. The control system comprises a device for detecting an engine operating condition of the engine, and a control unit.

Abstract: A fuel injection control apparatus for an internal combustion engine includes an electronic control unit (23) which has a fuel injection information calculating section for periodically calculating fuel injection information according to the operation state of the engine, a temporary setting section for temporarily setting fuel injection information derived at specific timing prior to the actuation of the fuel injection valve in a desired operation cycle as fuel injection information in the desired operation cycle, and a correcting section for correcting the temporally set fuel injection information based on fuel injection information derived at a correction timing set later than the specific timing; and a fuel injection valve driving section (34) for driving the fuel injection valves (8) provided for the respective cylinders of the engine for each operation cycle of the engine based on the fuel injection information, to thereby effect more adequate fuel injection control based on the newest fuel injection in

Abstract: In a fuel injector magnetic core is inserted in the solenoid coil in the box. The fuel feeding passage is provided in the magnetic core. The movable valve body which moves up to the magnetic core magnetically is provided in the box. The valve body has a flow passage which communicates to the feeding passage. The valve body is forced to be pressed by the plate spring so as to be in contact with the valve box so as to close the fuel injection orifice. The check valve is provided on the fuel feeding passage. An air pressure of about 20 to 100 kPa generated in the crank chamber of the engine is applied to fuel in the box through the diaphragm. Fuel is introduced into the fuel injector without pressurization and confined by the check valve, and the fuel is pressurized using air which is not affected very much by the force due to acceleration. Fuel is fed stably even under severe operational conditions, the engine will not stall due to insufficient or excessive feeding of fuel.

Abstract: An improved capacitive discharge ignition apparatus includes disable circuitry for permitting shut-off of the engine. The disable circuitry is operative to gate the discharge SCR, thereby shorting current that would otherwise charge the storage capacitor. A portion of the charging current is diverted through a transistor to the SCR gate. The transistor is rendered conductive for a predetermined time by a RC circuit connected to its base. The RC circuit is charged by momentary contact of a user-actuated switch. The time constant of the RC circuit is preferably selected to achieve engine stoppage under any anticipated operating conditions.

Abstract: A magneto ignition system for applications which require long burn times (usually measured in milliseconds), high spark energy to ignite the air/fuel mixtures used in racing applications and light weight. Such applications can use air fuel rations as low as 2:1. The magneto assembly includes a one-piece shaft having a polygonal center section with sides defining a plurality of magnet receiving surfaces. Each surface is fixedly provided with a magnet, preferably a rare earth magnet, with adjacent ones of the magnets being arranged to have alternating outwardly facing poles. A magneto housing contains an array of stator windings that surround the plurality of magnets. The housing also includes opposed apertures with bearings for receiving opposed ends of the shaft. A non-conductive retainer housing surrounds the plurality of magnets and is affixed to the shaft to counteract centrifugal forces acting on the magnets, thus retaining the magnets on the shaft.

Abstract: Disclosed is an internal combustion engine (20) having a combustion chamber (36), a pre-combustion chamber (38) communicating with the combustion chamber (36), injection means (70) located and arranged to periodically deliver controlled amounts of fuel and air into the pre-combustion chamber (38) in a manner and orientation to direct a fuel spray to pass through the pre-combustion chamber (38) into the combustion chamber (36), and ignition means (63) positioned relative to the pre-combustion chamber (38) and operably arranged to ignite the fuel spray.

Abstract: A device for controlling ignition timing in an internal combustion engine which can provide change of output as demanded.

Abstract: An engine control program is not overwritten when an engine of a vehicle is in operation even if a memory writer sends an engine write request to an engine controller. When an operator stops the engine and the memory writer again requests to overwrite the engine control program, the engine controller receives a write control program from the memory writer and executes the same. After that, the engine controller starts a new engine control program after its CPU is reset. Therefore, since the engine is at a stop during the overwriting of the engine control program, there will be no unexpected operations in the mechanism of the vehicle even though the control program and data are changed.

Abstract: A lean-burn internal combustion engine capable of stably securing a satisfactory vacuum for a vacuum actuator which uses a vacuum in an intake manifold disposed on the side downstream of an intake air amount control mechanism, while preventing a deterioration of a specific fuel consumption and a drivability of the engine. A filling state of gases in the intake manifold is controlled based on pieces of information in respect of an engine operating state and a reduction in vacuum, whereby a vacuum such as to ensure the operation of the vacuum actuator is secured. A control for inhibiting a lean-burn operation of the engine and for suppressing an EGR amount or inhibiting the EGR is made in accordance with an braking manipulation, the ON/OFF state of a vacuum switch, or an output from a vacuum sensor at the time of lean-burn operation.

Abstract: This invention to achieve efficient combustion of volatile fuels through the precise control of the opening/closing of a control valve installed in the path between the main and the subcombustion chambers installed to vaporize and ignite volatile fuels for combustion at high-compression ratios.The control valve 5 is installed in the path 31 between the main combustion chamber 23 and the subcombustion chamber 3. The subcombustion chamber 3 with a heat-insulating structure, is equipped with the injection nozzle 6 and the spark plug 7. The controller 8 judges the load applied to the engine by verifying the signals which are input from the revolution sensor 81, the load sensor 82 and the crankshaft position sensor 83. If the load is applied to part of the engine, the control valve 5, which was opened at the initial stage of the expansion stroke, is closed at the final stage of expansion so that hot gases remain in the subcombustion chamber.

Abstract: A glow pin control circuit for controlling the electrical heating energy of a glow pin, in particular for auxiliary heating apparatus in vehicles. The control circuit including a switch that alternatingly turns on and off the supply voltage in modulated and clocked manner and is situated between the supply voltage terminal (V+) on the high potential side. The glow pin (G) may be designed without a regulating filament.

Abstract: A control system for an internal combustion engine has a canister for adsorbing evaporative fuel generated in the fuel tank, a purging passage extending between the canister and the intake system of the engine, for purging evaporative fuel into the intake system, and a purge control valve arranged across the purging passage, for controlling the flow rate of evaporative fuel supplied to the intake system through the purging passage. An ECU controls the engine, based on at least one predetermined engine control parameter, and a canister temperature sensor detects the temperature of the canister. The at least one predetermined engine control parameter is changed according to the detected temperature of the canister.

Abstract: Air is purged through a fuel vapor recovery system to induct a mixture of purged air and fuel vapor from the fuel vapor recovery system into an engine air/fuel intake. An air/fuel vapor ratio of the inducted mixture is provided from a hydrocarbon sensor positioned in the engine air/fuel intake. Fuel vapor flow is then calculated and this calculation used to adjust fuel delivered to the engine to maintain a desired lean air/fuel ratio.

Abstract: A vehicle speed limiting system for a vehicle having an engine which includes a plurality of fuel injectors coupled to a low volume fuel injection pump operative to successively trigger a flow of fuel directly to the individual fuel injectors. The vehicle speed is converted to a speed signal which, when it reaches a preset limit, is utilized by the system control to close a fuel control valve through which fuel normally passes to the injection pump. The system is characterized by a low fuel residual upon cutoff by the fuel control so that the engine speed is quickly slowed for lack of fuel.

Abstract: An air-fuel ratio control system for an internal combustion engine has a sensor which detects the air-fuel ratio of exhaust gases in an exhaust passage of the engine emitted from a plurality of cylinders. An air-fuel ratio of a mixture supplied to each of a plurality of cylinders is estimated, based on the detected air-fuel ratio and a model representative of a behavior of the exhaust passage. A cylinder-by-cylinder air-fuel ratio control amount is calculated for use in controlling the air-fuel ratio of the mixture supplied to the each of the cylinders in a feedback manner responsive to the estimated air-fuel ratio of the mixture such that the estimated air-fuel ratio of the mixture supplied to the each of the cylinders is converged to a desired air-fuel ratio. A learned value of the cylinder-by-cylinder air-fuel ratio control amount is calculated.

Abstract: A decompression brake device comprises a valve drive mechanism for driving an exhaust valve of an internal combustion engine. The valve drive mechanism has first, second and third conditions, the first condition being a condition wherein the exhaust valve assumes a fully closed rest position during intake, compression and expansion strokes of the engine and a full open position during an exhaust stroke of the engine, the second condition being a condition wherein the exhaust valve assumes the fully closed rest position during the intake stroke of the engine, a slightly open rest position during the compression and expansion strokes of the engine and the full open position during the exhaust stroke of the engine, and the third condition being a condition wherein the exhaust valve assumes the fully closed rest position during the intake stroke of the engine, a largely open rest position during the compression and expansion strokes of the engine and the full open position during the exhaust stroke of the engine.

Abstract: A fuel injection system for an internal combustion engine provides a uniform flow of gaseous and liquid fuel to each of the intake passages of the engine. A balance passage interconnects each of the intake manifolds to each other and balances the pressure within the intake passages. A pressure regulator regulates the fuel pressure at the fuel injector. A reference pressure chamber within the pressure regulator communicates with the balance passage and controls the fuel pressure based on the balanced pressure within intake passages. The balance passage also communicates with a vapor separator of the fuel supply system that separates liquid fuel from gaseous fuel. The balance passage promotes even distribution of the gaseous fuel to the intake passages. The fuel injection system also includes plenum chamber that acts a source of air for the engine. The plenum chamber includes an drain outlet that communicates with the balance passage for returning blown back fuel from the plenum chamber to the intake passages.