Abstract: A turbocharger control system utilized in a carburetor system including a carburetor having an air-fuel induction passage, a fuel supply passage supplying fuel to the air-fuel induction passage, and a turbocharger having a compressor impeller compressing an air-fuel mixture flow delivered to an engine intake manifold. The control system includes an air control valve which is positioned between a surge tank in the intake manifold and an air induction passage connected with the fuel supply passage and which controls an air bleeding amount supplied to the air induction passage in response to changes in pressure of the surge tank.

Abstract: A carburetor of the type having a first main air passage with a venturi and throttle valve located therein is provided with second and third auxilliary air passages each of which are connected to the first main air passage upstream of the venturi. A second auxilliary air passage is adapted to be connected to the intake manifold of the engine and a first solenoid control valve is located in the second auxilliary air passage to control the flow of air therethrough. The first fuel passage is connected between a fuel supply chamber and the venturi of the first main air passage, the third auxilliary air passage may be connected directly to the first fuel passage or to an auxialliary fuel passage which is connected between the first fuel passage and a venturi located in the second auxilliary air passage. A solenoid control device is located in the third auxilliary air passage to control the flow of air to either fuel passage.

Abstract: In a turbocharged, carbureted internal combustion engine, a safety control system including a vacuum motor responsive to vacuum created in one barrel of the carburetor to control fluid flow through a second barrel in the carburetor and a vacuum control valve responsive to turbocharger output fluid pressure for communicating air at atmospheric pressure to the vacuum motor to reduce fluid flow through the second barrel of the carburetor when the output fluid pressure exceeds a predetermined level.

Abstract: A control valve assembly of the type in which a slide valve is driven along a hollow iron core by a linear motor to control the degree of communication between an inlet port and outlet port through the hollow interior of the iron core. A valve hole is provided in the slide valve so as to overlap a communicating hole formed in the iron core. When the linear motor is in the de-energized state the slide valve is retained by springs at a position that permits the valve hole to overlap the communicating hole to a predetermined extent. The linear motor upon being energized drives the slide valve against the springs so that the valve hole increases the opening degree of the communicating hole with an increase in the energizing current. Instead of providing the valve hole in the slide valve, a larger, second communicating hole may be formed in the iron core, this second hole being fully closed and the other communicating hole fully opened by the slide valve when the linear motor is de-energized.

Abstract: An apparatus for controlling the proportion of air and fuel in the air-fuel mixture of the internal combustion engine includes a carburetor having a main system fuel tube, a main system air-bleeding passage, a slow system fuel tube and a slow system air-bleeding passage, and a proportional control solenoid valve including an air-inlet port, a first outlet port communicating with the main system air-bleeding passage, a second outlet port communicating with the slow system air-bleeding passage and a moving-coil linear motor incorporated therein, wherein the proportional control solenoid valve is adapted to supply air to the main system air-bleeding passage and the slow system air-bleeding passage at a flow rate proportional to the level of the intensity of an electric current supplied to the moving-coil linear motor when the intensity of the electric current lies within a range between two predetermined values Imin and Imax.

Abstract: An electromagnetic flow control valve assembly includes a valve body having first and second ports and a valve member for controlling fluid communication between said first and second ports. An annular diaphragm is connected at its inner periphery to the valve member and at its outer periphery to the valve body so as to define with said valve body first and second chambers. The first chamber is in continuous fluid communication with the first port through a passage in the valve member while the second chamber is in continuous communication with the second port. The area of the diaphragm subjected to fluid pressure within the second chamber being equal to the effective area of the valve member subjected to fluid pressure within the second chamber to thereby offset the force of fluid pressure acting on the valve member.

Abstract: An electromagnetically controlled fuel injection system which includes a mechanism for sensing a plurality of operating conditions of a combustion engine and for generating a plurality of electric signals corresponding to the conditions, an electrical control unit receiving the first electric signals to thereby generate a second electric signal in response thereto, an electromagnetically controlled fuel injection valve mechanism controlled by the second signal from the electrical control unit and having a fuel injection port formed therein and an electromechanically controlled air supply valve mechanism provided with an air supply port around the fuel injection port of the fuel injection valve and controlled by the second signal from the electric control unit.

Abstract: A flow control valve for mounting on the intake manifold of an internal combustion engine for controlling a by-pass passage supplying air to the intake manifold of the engine by operating a solenoid in response to output signals from an O.sub.2 sensor located in the exhaust manifold. A casing which is mounted on the intake manifold to form the by-pass passage is interiorly provided with a movable member which is operated by energization and de-energization of the solenoid and biased to abut against a fixed member in the casing by the action of a first spring when the solenoid is in the de-energized state. Further provided in the casing are a slide member which is slidable along the fixed member and a pressure chamber defined by the diaphragm one peripheral edge of which is secured to the slide member, the pressure chamber being communicated with the intake manifold to receive the intake manifold vacuum therein.

Abstract: An ignition timing control device for an internal combustion engine includes a body having at least three ports, the first port of which draws vacuum thereinto, the second port of which draws atmospheric air thereinto and the third port of which emits vacuum or air therefrom. A first passageway is provided for establishing communication between the first port and the third port, a second passageway is provided for establishing communication between the second port and the third port, and a third passageway is provided for communicating with the first and second passageways. A first valve, provided within the first passageway, is adapted to be open in response to a low temperature value of the engine and to close at intermediate and high engine temperatures, and a second valve, provided within the second passageway, is adapted to close in response to a low temperature value of the engine and to be open at intermediate and high engine temperatures.

Abstract: An ignition timing control device for an internal combustion engine includes a body having at least three ports, the first port of which draws vacuum thereinto, the second port of which draws atmospheric air thereinto and the third port of which emits vacuum or air therefrom. A first passageway is provided for establishing communication between the first port and the third port, a second passageway is provided for establishing communication between the second port and the third port, and a third passageway is provided for communicating with the first and second passageways. A first valve, provided within the first passageway, is adapted to be open in response to a low temperature value of the engine and to close at intermediate and high engine temperatures, and a second valve, provided within the second passageway, is adapted to close in response to a low temperature value of the engine and to be open at intermediate and high engine temperatures.