Abstract: A head for an internal combustion engine has a rotary valve for controlling intake and exhaust gas from the combustion chamber of a piston-type internal combustion engine. The valve has a continuous ceramic sleeve having an intake port, an exhaust port, and ignition hole. Rotatably disposed within the sleeve is a rotatable ceramic ring having a valving port open to the combustion chamber. The sleeve is rotatable by a driven body to sequentially align the valving port with the intake port, ignition hole, and exhaust port during the operation of the engine.

Abstract: A liquid-cooled internal combustion engine including a cylinder (1) and a cylinder head (6) wherein cooling liquid chambers (4, 9) are formed around a combustion chamber and wherein the cylinder (1) and the cylinder head (6) are interconnected through sealing means. The sealing means arranged on the contacting end surfaces of the outer shells (5, 10) of the cylinder (1) and the cylinder head (6) comprises a resilient sealing member (23, 24, 27), and the sealing means arranged in the contacting end surfaces of the inner shells (3, 8) of the cylinder (1) and the cylinder head (6) comprises a metallic sealing member (21, 21', 25).

Abstract: Controlled amounts of relatively rich mixture and relatively lean mixture are supplied separately to a combustion chamber of an internal combustion engine. The position of the intake valves, exhaust valve and spark plug are such that the rich mixture tends to remain near the spark plug during the compression stroke of the engine and does not disperse throughout the lean mixture. At the time of ignition enriched mixture near the spark plug ignites readily and the flame propagates into and through the lean mixture which fills the remainder of the combustion chamber. Several constructions are disclosed to achieve the desired mixture ratios for various operating conditions of the engine.

Abstract: A two-stroke cycle gasoline or diesel engine having: at least two two-stroke cycle power cylinder - piston assemblies each having two horizontally opposed pistons, incorporating uniflow scavenging, and operating with a phase difference of 180.degree. relative to each other; at least one double acting scavenging pump cylinder - piston assembly which has two horizontally opposed pistons and is driven by the power cylinder - piston assemblies by way of a pair of mutually synchronized common crankshafts and crank mechanisms which connect the pistons of the power cylinder - piston assemblies and the pump cylinder - piston assembly with the common crankshafts, wherein the crank radius of the common crankshafts with respect to the pump cylinder - piston assembly is substantially smaller than that with respect to the power cylinder - piston assemblies.

Abstract: An engine comprising an intake port which has a helical portion and a separating wall projecting downwardly from the upper wall of the intake port. The separating wall defines an inlet passage portion tangentially connected to the helical portion, and a bypass passage interconnecting the inlet passage portion to the helical portion. A rotary valve is arranged in the bypass passage and actuated by a vacuum operated diaphragm apparatus. The rotary valve is opened when the amount of air fed into the cylinder of an engine is increased beyond a predetermined value.

Abstract: An air-fuel mixture intake apparatus for internal combustion engines includes a two-barrel carburetor having a primary venturi for supplying an air-fuel mixture into a combustion chamber under all loads and a secondary venturi for supplying an air-fuel mixture into the combustion chamber under medium and high loads. The primary venturi is of a fixed cross section and the secondary venturi is of a variable cross section. A vacuum-operated actuator controls operation of a secondary throttle valve in response to a vacuum developed in the primary venturi and subsequently in the secondary venturi. The secondary throttle valve is interlinked with a primary throttle valve by a linkage mechanism such that the secondary throttle valve is allowed to open when the primary throttle valve opens to a predetermined degree with the maximum opening of the secondary throttle valve being variably controlled by the opening of the primary throttle valve after the latter has opened beyond the predetermined degree.

Abstract: An internal combustion engine of Otto-type of construction with an ignition distributor and with an electronic ignition point-performance graph storage device, which is connected to a fuel tank provided with a filler pipe by means of a fuel line; in order that an automatic adaptation of the instantaneously tanked type of fuel is possible, the ignition point-performance graph storage device is connected with a pulse transmitter coordinated to the filler pipe whereby the pulse transmitter cooperates with a device of a filling nozzle signalling the fuel quality so that the performance graph of the ignition point-performance graph storage device is matched to the octane number of the instantaneously tanked fuel.

Abstract: A valve rotator is effective between a valve stem of an internal-combustion engine and a support, normally the cylinder head. The rotator comprises an upper spring plate, a lower spring plate spaced along an axis below this upper plate, a compression spring braced axially between the plates, a two-part link element having an upper part rotationally secured to the valve stem and a lower part rotationally fixed in at least one rotational direction relative to the axis on the lower plate, and a unidirectional clutch between the lower part and the support and permitting the lower part to rotate about the axis only in the one direction relative to the support. Normally the lower plate is rotatable relative to the upper plate and the lower part is generally cylindrical, centered on the axis, and fixed rotationally on the lower plate. The clutch is also normally provided between the lower plate and part and the support. Such a rotator is connected with the clutch so that it turns with the valve.

Abstract: A valve guide for the stem of a valve in an internal combustion engine is provided having an inner bore through which the stem of the valve is longitudinally positioned, the inner bore surface of the body being nitrided in order to harden the body about the surface through which the valve stem is slidably positioned. The body is completely formed prior to installation of the body in the engine valve guide bore.

Abstract: An internal combustion engine equipped with a sub-suction path to produce a swirl of suction in the combustion chamber, characterized in that there are two inlets to the sub-suction path, one of the inlets opening into the atmosphere side after bypassing the throttle valve of the carburetor to the venturi and the other being operable by the throttle valve of the carburetor and opening in the duct of the carburetor so that it can be closed by the throttle valve at idling. In this arrangement of the engine, the fuel consumption can be saved; a misfiring can be prevented; an untimely or delayed injection of fuel from the main fuel nozzle in low to high load operation can be averted; and a stable combustion can be assured in medium load operation in which a particularly heavy EGR takes place.

Abstract: An engine control system is disclosed which employs first and second load sensors providing an inference of engine load by measuring first and second engine operating parameters. The system controls one or more engine operating functions based on a measurement on the first engine operating parameter but on a measurement on the second engine operating parameter when the change of the measurement of the first engine operating parameter is out of a predetermined range.

Abstract: An internal combustion engine, which is equipped with a sub-suction path for generating a swirl of the suction gas in the combustion chamber in addition to a main suction path to be opened or closed by a suction valve. The sub-suction path is equipped at its inlet side paths with two fuel supply device-line and atmosphere-line paths, the former of which is opened into the draft passage of a fuel supply device and between the air metering portion of said fuel supply device and a throttle valve downstream of the air metering portion and the latter of which is vented to the atmosphere while bypassing said air metering portion and said throttle valve. With the aforementioned atmosphere-line path, moreover, there is connected a vacuum-operated valve which is made operable in accordance with the vacuum prevailing downstream of said throttle valve.

Abstract: A device positioned between the valve stem and cam rocker arm of an internal combustion engine having a lower valve spring retainer base and upper cap member with adjustment means associated therewith.

Abstract: A fuel vaporizer for internal combustion engines is disposed at a suitable position in an intake passage of a carburetor or an intake manifold. The fuel vaporizer comprises a heating cylinder installed in registry with a barrel of the carburetor or a heating plate embedded in a wall of the intake manifold. The heating cylinder or plate includes a base body of electrically and thermally insulative ceramics coated on a surface thereof with a thin film of electrically resistive material such as metal capable of being heated when an electric current flows therethrough, the thin film lying substantially flush with the wall of the intake passage and being electrically connected to a power supply via a switch. When the heating cylinder or plate is heated, it effectively and reliably evaporates fuel in liquid phase flowing down the intake passage into contact with the heated thin film.

Abstract: A feedback air fuel ratio control system or method for a multi-cylinder engine is arranged not only to control the average value of the air fuel ratios among the cylinders but also to control the individual air fuel ratio of the individual cylinders so as to level the cylinder to cylinder air fuel distribution. This is done, for example, by directly detecting which cylinder is a source of the air fuel deviation by examining the oxygen sensor signal fluctuation in relation of time and individually regulating a fuel injector for that cylinder. In the case of an engine with a carburetor, the carburetor is controlled in relation with time in accordance with the sequence of the intake periods of the individual cylinders to control the individual air fuel ratio.

Abstract: A closed loop fuel control system for an automobile internal combustion engine, which derives a control signal indicative of the air-fuel mixing ratio and adapted to control the supply of a mixture of gasoline with alcohol to maintain the air-fuel mixing ratio at a stoichiometric value is used to control either the ignition timing or the rate of supply of exhaust gases being recirculated through the EGR system. This is applicable where as an automobile fuel, a mixture of air with blended fuel comprising, for example, gasoline and alcohol is used.

Abstract: The combustion engine using several kinds of fuels is provided with intake and exhaust valves and an injection device which may be electronically adjusted. It is comprised of at least one working cylinder (1, 1a) at the upper part of which is provided a fuel supply device (4), an intake valve (5) and an ignition device (6); these elements being all electronically adjustable. In the working cylinder (1, 1a) there is provided a piston (9) which is in communication with a pressure accumulator device. This connection device may be comprised of a hydraulic, pneumatic accumulator or even a spring accumulator. The piston rod (12), provided with a blocking device (11) is connected to a transmission shaft (15), (15a). To regulate the running of this engine, there is provided an indicator (3) of the cylinder temperature, a piston position indicator (34) and an electronically programmable adjusting and control device (20), such device (20) possibly being a microprocessor (20a).

Abstract: An electronically controlled ignition system is provided in which the point in time at which the primary current flowing through the primary winding of the ignition coil starts, is controlled as a function of speed so that the said primary current only reaches the value required for ignition just before the ignition time and in which immediately before the ignition time, it is ascertained whether the primary current has reached the value required for ignition, wherein if there is no primary current or insufficient primary current to prevent ignition during periodic fluctuations in speed, the electronic control arrangement is switched off for a fixed period and the time at which the primary current is used is derived directly from the control signal of the ignition pulse generator and in which, once the switch off period has come to an end, continuous and automatic electronic control is reinstituted.

Abstract: In a method and an apparatus for optimum control of an internal combustion engine, an air-fuel ratio is dithered by a dither amount from a basic air-fuel ratio and the engine is operated with the dithered air-fuel ratio. A resultant change of the output state of the engine is detected, and the direction of improving fuel consumption is decided by the change of the output state of the engine so that the basic air-fuel ratio is changed in that direction. Either the dither period during which the engine is operated with different selected air-fuel ratios or the dither amount is determined with elevated precision by a signal detected in association with the output state of the engine.

Abstract: A suction system for an internal combustion engine which is equipped with a sub-suction path provided separately from a main suction path for generating a swirl of the gases in a combustion chamber during the suction stroke. The amount of the air to be supplied via the sub-suction path to the combustion chamber is less than 40% preferably from 10 to 40%, more preferably from 20 to 30% of the total amount of the air to be supplied to the combustion chamber. Alternatively the effective area of the sub-suction path at its outlet end is 0.2 to 3.0% of that of the main suction path.