Abstract: A fuel pump for an internal combustion engine that transmits fuel with pressure by a lifting movement of a plunger that is caused to lift by a movement of a cam includes a lift amount changing mechanism. The lift amount changing mechanism includes a cam in which a height of a projection is varied along an axial direction of the camshaft, and a cam moving actuator that moves the cam along the axial direction of the camshaft. The lift amount of the plunger is changed by moving the cam along the axial direction of the camshaft. An amount of discharged fuel is controlled by changing the amount of discharged fuel per stroke of the plunger and is not determined only based upon the rotation speed of the engine. Therefore, the amount of discharged fuel can be increased with the engine rotated at a low speed, for example when the engine is being initially started, to improve a starting performance.

Abstract: In an injection hole plate of a fuel injection device, injection holes are arranged about a circle. Fuel injected from the injection holes forms a flat sector-shaped spray. The intervals between adjacent injection holes are approximately equal to each other, while the diameters of the injection holes are equal to each other. An injection hole is positioned on an imaginary plane, which contains the central axis of the sector-shaped spray along the injection direction and is orthogonal or approximately orthogonal to the sector-shaped spray. The injection holes, away from the imaginary plane in this order, are symmetric with respect to the line of intersection of the injection hole plate and the imaginary plane. The farther each injection hole is away from the imaginary plane, the larger an angle of gradient of the injection hole with respect to the imaginary plane becomes.

Abstract: A fuel supply and injection system includes a fuel tank, a single electric pump unit, a plurality of fuel injection valves and a piping arrangement. The pump unit is provided in the fuel tank and includes an inlet for taking the fuel in the fuel tank and an outlet for discharging the fuel. The injection valves are secured to an engine main body. Each fuel injection valve includes a nozzle, which is disposed in a corresponding one of combustion chambers and injects the fuel supplied from the pump unit directly into the corresponding one of the combustion chambers. The piping arrangement connects between the electric pump unit and each fuel injection valve. The pump unit is the only pump for supplying the fuel to the fuel injection valves.

Abstract: An injector has an orifice plate formed with plural orifices. At a radially outward position of the orifice plate is disposed a wall at least partially. It is preferable that the wall be disposed at a lower position in the direction of gravity. In the wall is formed a guide hole toward an area on the orifice plate where a strong negative pressure is developed. A portion of fuel injected from the injector adheres as adhered fuel to the orifice plate or the wall. Under the action of a negative pressure on the orifice plate the guide hole sucks in the adhered fuel and returns it onto the surface of the orifice plate. The adhered fuel flows from the wall onto the surface of the orifice plate and again joins a fuel jet injected from the orifices. By utilizing a negative pressure developed near the plural orifices, the adhered fuel can be recovered and again injected. Consequently, it is possible to decrease the amount of adhered fuel.

Abstract: A fuel pump for an internal combustion engine that transmits fuel with pressure by a lifting movement of a plunger that is caused to lift by a movement of a cam includes a lift amount changing mechanism. The lift amount changing mechanism includes a cam in which a height of a projection is varied along an axial direction of the camshaft, and a cam moving actuator that moves the cam along the axial direction of the camshaft. The lift amount of the plunger is changed by moving the cam along the axial direction of the camshaft. An amount of discharged fuel is controlled by changing the amount of discharged fuel per stroke of the plunger and is not determined only based upon the rotation speed of the engine. Therefore, the amount of discharged fuel can be increased with the engine rotated at a low speed, for example when the engine is being initially started, to improve a starting performance.

Abstract: A delivery pipe of a fuel supply system for injectors mounted on a cylinder head is divided for each injector or a group of injectors. Divided pipe parts are coupled with each other through a flexible member to allow flexing of the delivery pipe. Each injector is connected with the delivery pipe through a flexible coupling member and with the cylinder head through a flexible cushioning member. Alternatively, a fuel passage is formed in the cylinder head in place of the delivery pipe to supply fuel to the injectors after heating in the cylinder head.

Abstract: A delivery pipe of a fuel supply system for injectors mounted on a cylinder head is divided for each injector or a group of injectors. Divided pipe parts are coupled with each other through a flexible member to allow flexing of the delivery pipe. Each injector is connected with the delivery pipe through a flexible coupling member and with the cylinder head through a flexible cushioning member. Alternatively, a fuel passage is formed in the cylinder head in place of the delivery pipe to supply fuel to the injectors after heating in the cylinder head.

Abstract: A fuel injection apparatus which prevents delay of the pressurization of the fuel injected and deterioration of the starting characteristic at the time of engine cold starts and the resultant increase in emission of hydrocarbons by leading to an auxiliary startup pump the hydraulic pressure generated in the hydraulic cylinders supporting the driver's seat when the driver gets in the car and sits on the seat before startup, converts this to a high fuel pressure by large and small diameter cylinders, and obtains a fuel spray with a good atomization by a high fuel pressure immediately after startup. Other forces which can be used are the force generated in a hydraulic damper of a suspension by the weight of the driver when getting in the car, the force of opening the driver's side door, the force of stepping on the brake pedal, etc.

Abstract: A fuel injection control device in a cylinder direct injection engine which switches between premixed combustion by intake stroke injection and stratified combustion by compression stroke injection in accordance with a change of an engine speed or a required load, where an unpleasant torque shock occurring when the injection mode is changed and the combustion state is changed despite the vehicle operating in the driving pattern such as driving on an upward slope or downward slope is prevented by maintaining the same injection mode while the vehicle continues to operate in the same driving state and where stratified combustion by the compression stroke injection is carried out when the vehicle is in driving on a downward slope, but is augmented by intake stroke injection when the vehicle sharply accelerates and the torque becomes insufficient.

Abstract: In an internal combustion engine with a fuel injector for injecting fuel directly into the cylinder, in which a current combustion is changed between pre-mixture combustion and stratified charge combustion in accordance with a current engine operating condition and the flow of cooling water in a cooling system of the engine is varied according to the current combustion.

Abstract: An EGR (Exhaust Gas Recirculation) gas assist injection system for an internal combustion engine is provided which includes fuel injectors, sub-exhaust valves, and EGR valves. Each of the sub-exhaust valves is mechanically opened in synchronization with the start of an exhaust process of a corresponding one of engine cylinders. Each of the EGR valves is electrically opened to supply part of exhaust gas discharged through one of the subexhaust valves from one of the engine cylinders which is in the exhaust process to mix it with fuel sprayed into another of the engine cylinders which is in an intake process for promoting atomization of the fuel spray and achieving EGR.

Abstract: A fuel injection valve 15 is disposed in an intake passage 9 of an engine body 1. A combustion chamber 5 communicates with the intake passage 9 for introducing fuel injected from the fuel injection valve 15 at predetermined intake timings. A plurality of sensors are provided in the engine body 1 or fuel intake system for detecting various engine operational conditions including properties of fuel. A control unit 30 calculates a fuel quantity-of-state in the combustion chamber 5 in accordance with the engine operational conditions detected by the sensors, using an atomized fuel behavioral model representing behavior of fuel injected from the fuel injection valve 15, an intake passage fuel behavioral model representing fuel behavior in the intake passage 9 and a combustion chamber fuel behavioral model representing fuel behavior in the combustion chamber 5.

Abstract: A fluid flow control valve comprises a fluid heating device for supplying a heat energy to a fluid, a valve device for controlling a flow rate of the fluid, an electromagnetic coil for generating a magnetic field at the fluid heating device and the valve device so that the fluid heating device is heated to supply the heat energy to the fluid and the valve device is operated to control the flow rate of the fluid, and a power source for applying a voltage to the electromagnetic coil to generate the magnetic field, the power source supplying a current whose value fluctuates to the electromagnetic coil when the fluid heating device supplies the heat energy to the fluid.

Abstract: A fuel injector for injecting a heated fuel into a combustion engine, comprises, an electro-magnetic coil for generating a fluctuating magnetic flux density, a fuel heating member in which the fluctuating magnetic flux density is generated by the electro-magnetic coil so that the fuel heating member is heated by the fluctuating magnetic flux density and a heat energy of the fuel heating member generated by the fluctuating magnetic flux density is transmitted to the fuel to supply the heated fuel, and a fuel path member in which the fuel flows to be injected from the fuel injector into the combustion engine and in which the fuel heating member is arranged to heat the fuel, wherein a magnetic permeability of the fuel heating member is larger than that of the fuel path member so that a magnetic flux density in the fuel heating member is larger than a magnetic flux density in the fuel path member.

Abstract: A system for controlling the air-fuel ratio in an internal combustion engine provided with a fuel injector. The system has an O.sub.2 sensor for issuing signals on two levels, one corresponding to a high air-fuel ratio, the other to a low air-fuel ratio, and a feedback control device responsive to the signal from the sensor. The feedback control calculates a correction factor for maintaining the air-fuel ratio to a desired value during steady operation and for indicating the deviation in the ratio from the desired value during transient conditions. This deviation is employed to generate a transient correction value which is selected to minimize the deviation during transient conditions.

Abstract: Air-fuel ratio control of an internal combustion engine is performed using sensors for detecting operating conditions of the engine, such as the intake air amount, engine rotational speed, or air-fuel ratio; a fuel injection valve driven by an electrical signal to inject fuel; and a control circuit for receiving signals from the operating condition sensors, performing predetermined operations and generating an electrical signal for driving the fuel injection valve. The control circuit performs a step of calculating an air-fuel ratio variation D(A/F) with respect to an optimum air-fuel ratio based on the ratio of a change .DELTA.F, of an air-fuel ratio correction signal F during acceleration under air-fuel ratio feedback control based on a signal from the air-fuel ratio sensor, to an acceleration amount A, and a step of controlling a transient fuel correction ratio f(AEW) based on the obtained air-fuel ratio variation D(A/F).

Abstract: In an internal combustion engine having a plurality of cylinders, an air-fuel ratio signal is sampled and held for a selected cylinder, and an air-fuel ratio feedback amount is calculated in accordance with the sampled and held air-fuel ratio signal. During a learning control, a cylinder on the leanest side is determined by changing the selected cylinder. During a feedback control without the learning control, the selected cylinder is fixed as the cylinder on the leanest side.

Abstract: In an internal combustion engine, a base fuel amount is calculated, and an air-fuel ratio deviation for each region is determined by a predetermined engine operating parameter when the engine is in a transient state such as an acceleration state or a deceleration state. A transient fuel correction amount is calculated in accordance with the calculated air-fuel ratio deviation for each region determined by the predetermined engine operating parameter. A fuel amount to be supplied to the engine is calculated by correcting said base fuel amount in accordance with the transient fuel correction amount.

Abstract: In an apparatus for the feedback control of the air-fuel ratio in an internal combustion engine using the output signal of an air-fuel ratio sensor, a degree of deterioration of the functioning of the air-fuel ratio sensor is detected by using successive measurements of a differential waveform of an output signal of the air-fuel ratio sensor over a predetermined period of time, and an air-fuel ratio feedback control constant is controlled in accordance with the degree of functional deterioration of the air-fuel ratio sensor to correct the air-fuel ratio.

Abstract: A method for controlling the air-fuel ratio in an internal combustion engine in which the correction value of a transient fuel injection amount is decided, at a predetermined interval, in accordance with the acceleration or deceleration state of the engine, and the amount of fuel injection supplied to the engine is corrected by the decided correction value. In the process of the correction, the deviation of the air-fuel ratio from a reference air-fuel ratio in acceleration or deceleration of the engine is detected, and the correction value of the fuel injection amount correction in the transient state of the engine in accordance with the detected air-fuel ratio deviation is determined. In the correction of amount of fuel injection in the transient state of the engine, the correction value is decided on the basis of a factor for deciding the correction value and the blunted value of the factor for deciding the correction value.