Abstract: A raw fuel vaporizing apparatus comprising: a vaporizer for vaporizing liquid raw fuel; a raw fuel introducing device for introducing the liquid raw fuel into the vaporizer; a catalyst combustor into which fuel and air are supplied for catalytic combustion, the catalyst combustor generating heat in the presence of a catalyst and supplying the resulting heat to the vaporizer to vaporize the liquid raw fuel; a fuel introducing device for introducing the fuel into the catalyst combustor; an air introducing device for introducing the amount of the air suitable for catalytic combustion into the catalyst combustor; a heat transferring gas introducing device introducing heat transferring gas into the catalyst combustor to transfer heat retained by the catalyst combustor to the vaporizer; and a controller increasing the amount of the heat transferring gas through the heat transferring gas introducing device when the amount of vapor generated in the vaporizer is increased.

Abstract: A bendable hard type water tube includes a first tube with one end installed with a first seat, a second tube having one end installed with a second seat, a first buckle, a second buckle, a rotary shaft installed between the second buckle and the first buckle, a third buckle, an elastic body. The outer sides of the first buckle, second buckle, and third buckle are formed with a plurality of teeth. A resisting portion is installed on the press and resists against the third buckle. When a force is applied to the press, the angle between the first tube and second tube can be changed. When the press is released, the first tube is buckled with the second tube so as to change the direction of water flow to match the requirement of spraying water.

Abstract: In an internal combustion engine with cylinders and a crankshaft, coolant discharged from a coolant circulating pump is supplied to a coolant jacket formed in a cylinder block via a coolant jacket formed in a cylinder head. An inlet port through which the coolant discharged from the coolant circulating pump flows into the coolant jacket is provided at one end portion of the cylinder head on an intake side thereof in a cylinder-head center line direction, whereas an outlet port through which the coolant in the coolant jacket is allowed to flow out into a heater core is provided at the other end portion of the cylinder head on an exhaust side thereof.

Abstract: An engine cooling module 10 includes a shroud 12 having at least one fan opening 15 in a wall thereof, and at least one additional opening 18 in the wall generally adjacent to the fan opening to permit air to pass though the shroud 12. A fan 14 is coupled to the shroud so as to be adjacent to the fan opening to permit air moved by the fan to pass through the shroud 12. An electric motor drives the fan. Closure structure 20 is associated with the additional opening 18 and is movable to prevent and permit air flow through the additional opening 18. An actuator 28 is constructed and arranged to actuate the closure structure 20 to move the closure structure 20 from a closed position, covering the additional opening 18, to an opened position, substantially uncovering the additional opening 18. A sensor 34 is constructed and arranged to detect ram air at the shroud 12.

Abstract: The invention relates to a fuel delivery system for an internal combustion engine, having a fuel feed pump (10), which delivers fuel which is at pilot pressure to a high-pressure fuel pump (11) that communicates on the high-pressure side with at least one injection valve (14), in order to deliver fuel at high pressure to the injection valve or valves (14). To prevent vapor bubble development in the high-pressure fuel pump (11), which impairs its pumping capacity and pressure generation, it is provided according to the invention that a coolant medium flow can be delivered to the high-pressure fuel pump (11) via at least one coolant conduit (21, 31), in order to keep the temperature (THDP) of the high-pressure fuel pump (11) below a critical operating temperature (Tk1).

Abstract: An outboard motor includes a water-cooled V-engine. The engine includes right and left cylinder block portions each having plural cylinders formed therein. The cylinders of each cylinder block portion are vertically juxtaposed. Cylinder heads are disposed behind the cylinder block portions. The outboard motor has horizontal and vertical shafts. The outboard motor can tilt up on the horizontal shaft and pivot sideways on the vertical shaft. The cylinders of each cylinder block portion have a cooling jacket formed therein. The lowermost cylinder has a discharge portion formed at an outermost part thereof. The discharge portion is designed to discharge out cooling water remaining in the cooling jacket.

Abstract: Deflecting ribs are provided within a coolant jacket formed in a cylinder head in such a manner as to protrude upwardly from bottom walls for directing the flow of coolant toward exhaust-valve-port side port wall portions The deflecting ribs for deflecting part of the flow of coolant toward the exhaust-valve-port side port wall portions are formed in such a manner as to extend from the intake-valve-port side port wall portions, and gaps are left between the exhaust-valve-port side port wall portions and the deflecting ribs for allowing the coolant to flow along the wall surfaces of the exhaust-valve-port side port wall portions, whereby there is generated no stagnation of the coolant on the wall surfaces of the exhaust-valve-port side port wall portions at the portions where the gaps are formed.

Abstract: An engine/pump having a crank shaft with a shaft axis and a crank axis oblique to the shaft axis which intersect with each other. Piston/cylinder assemblies rotate about the shaft axis and have a reciprocal axis between its top dead center and bottom dead center. The reciprocal axis midway between TDC and BDC being normal to a line projected from the intersection of the shaft axis and the crank axis. A cylinder head holds the cylinders in an array, The head includes at least one port per cylinder, and a port relative to which the cylinder head moves sealably to allow timed to the reciprocal movement of each piston in its cylinder and the rotational position, the opening and closing of each cylinder. Each cylinder is indexed at a predetermined rate to the relative rotation of the crankshaft through gearing.

Abstract: An electromagnetic actuator includes a pair of core assemblies and a spacer. An armature is provided between the pair of core assemblies. The spacer is molded to be integral with a coil provided in electromagnets of the core assemblies. The spacer is located between the electromagnets. A relative position of the pair of electromagnets with respect to each other can be determined by the size of the spacer. A space that allows the armature to reciprocate is securely defined by the spacer located between the core assemblies.

Abstract: A phase control mechanism for adjusting the phase relationship between a cam shaft and a crank shaft and an internal combustion engine is disclosed, to enable variable valve timing within the engine. The mechanism is disposed between crank shaft (203) and cam shaft (202) and comprises a pulley (204) which is integrally connected to a bevel gear (216). Bevel gears (224) are supported in the cage (220) which is integrally coupled to the cam shaft (202). A control gear (210) meshes with the bevel gears (224) and the control gear (210) is connected to a shaft (208) which may be driven by a stepper motor (215) which drives the shaft (208) via a gear (209). Rotation of the gear (210) causes the gears (224) to advance or regress relative to the gear (214) and therefore relative to the pulley (204) and crank shaft (203) so as to change the valve timing of the engine.

Abstract: A variable camshaft assembly has a first cams 18a, 18b that can be moved relative to a second cam 16. The assembly comprising a tube 14 fast in rotation with the first cam 18 and rotatably supporting the second cam 16 and a drive shaft 12 disposed within the tube 14 and coupled for rotation with the second cam 16 by means of a connecting pin 20 that passes with clearance through a hole 24 in the tube 14. The connecting pin is a hollow pin 20 that is a sliding fit in the second cam 16 and that is expanded in situ to form an interference with the drive shaft 12.

Abstract: The present invention prevents abnormal wear of the. friction surfaces surrounding the rocker arm, prevents poor lubrication when the engine is started at low temperature after a long period of shutdown, and improves reliability. A bag-shaped oil sump (24) opening upward is provided in the middle part of the rocker arm main body (17). A roller (15) and a roller pin (16) are provided inside the oil sump (24) and when the engine stops, these are immersed in the oil in the oil sump (24). When the engine stops, the area between the roller (15) and the roller pin (16) is lubricated. Further, when the engine is re-started after a long period of shutdown, until the oil has risen, the area between the roller (15) and the cam (8) can be lubricated using the oil adhering to the roller (15). When the rocker arm (6) oscillates downward, the oil in the oil sump (24) is supplied from the oil exhaust (28) by spraying towards the valve shaft end.

Abstract: The cup tappet (1) of the invention for a valve train of an internal combustion engine comprises a hollow cylindrical skirt (2) whose one end (3) is connected to a bottom (5) for making contact with a cam. The skirt (2) has a clearly smaller height than the overall height of the cup tappet (1), and the bottom (5) rises in a roof-like taper from said end (3). By virtue of this configuration, the bottom (5) has a very high rigidity, so that it is possible to minimize its thickness ‘d’ significantly compared to thicknesses of prior art cup tappet bottoms.

Abstract: An improved DC electrical starting motor and method for starting internal combustion engines that reduces starter motor noise in the period after the engine starts by effecting breaking of the starter motor shaft at that time. Preferably the braking is accomplished by regenerative braking.

Abstract: A V-type 2-cylinder engine capable of distributing air-fuel mixtures equally to each cylinder, having a fuel injection device compact in its arrangement by making effective use of a V-space between the cylinders, and having an improved assembly performance and low manufacturing cost. In the V-type 2-cylinder engine having a V-space between two cylinders, there are arranged fuel injectors disposed in the cylinders, respectively, and a common fuel pressure adjustor for adjusting the pressures of fuels to be fed to the fuel injectors. An injection fuel introduction portion of a fuel passage is formed in a throttle body forming a section of intake passages and having throttle valves. The fuel pressure adjustor is disposed in the injection fuel introduction portion.

Abstract: An intake system of an outboard motor including a vertically arranged V-type engine comprises, an intake manifold connected to the intake ports, a surge tank connected to the intake manifold and disposed at a rear side from a central portion of the engine, a throttle body provided with a throttle valve, a plurality of intake passages for high revolution operation of the engine. The intake passages for high revolution operation extend from the surge tank and are communicated with the intake manifold, and the intake passages for low/intermediate revolution operation extend from the surge tank and are joined with the intake passages for high revolution operation, respectively. Each of the intake passages for low/intermediate revolution operation has a length longer than that for high revolution operation. A valve open/close mechanism is also disposed for opening/closing all at once portions upstream side of the joined portions of both the intake passages of the engine.

Abstract: In a cylinder head gasket, a base plate forming the gasket is formed of a first metallic material, and a grommet is provided around a hole for a cylinder bore and formed of a second metallic material different from the first metallic material. The grommet and the base plate are connected by welding. Accordingly, the grommet formed of the optimum material can be provided around the hole for the cylinder bore, and the base plate can be formed of the optimum material. Thus, the cylinder head gasket has a good sealing ability and excellent durability.

Abstract: A flat gasket for a reciprocating engine or a driven machine including at least one metal sheet 0.05 to 0.5 mm thick which is provided with a coating of an elastomer film at least on the sides facing outward in at least one sealing area and has an edge area, formed by the outer contour and/or at least one cylinder bore and/or a water and/or oil passage in the cylinder head, adjacent to at least one peripheral self-contained cavity, and the cavity is filled completely with a hydraulic medium.

Abstract: A multi-cylinder internal combustion engine includes an intake manifold having branch pipes connected to one side of a cylinder head and curved to allow the intake manifold to extend to directly above a cylinder-head cover, and intake-side spark plugs and fuel injectors which are incorporated in the cylinder head. The spark plugs are disposed outside a valve train chamber on a side of the valve train chamber where curved portions of the branch pipes are disposed, and the fuel injectors and ignition coils provided above the spark plugs are disposed between the valve train chamber and the curved portions in a direction normal to axes of the cylinders as viewed from a direction in which cylinders are arranged. The ignition coils are disposed so as not to overlap the branch pipes as viewed from a direction in which the ignition coils are attached to the cylinder head.

Abstract: The invention relates to an operating medium tank (1) for a drive unit (2), especially for an internal combustion engine (3) of a portable handheld work apparatus. The tank (1) has a fill opening (4) and a output opening (5) in the housing wall (6) of the tank. According to the invention, at least one base (7) having a lug (8) is formed as one piece from the housing wall (6) in order to configure the tank so as to be operationally safe and easy to assemble. The tank (1) can be fixed with the aid of the lug (8) so as to be form-tight and separable on a receptacle (9) of the drive unit (2).

Abstract: In an internal combustion engine, a large volume of lubricant is desirable to increase service intervals and thus reduce maintenance costs. Large lubricant volumes typically require an undesirable increase in engine size. A cylinder block assembly for an internal combustion engine in accordance with this invention comprises a cylinder block, a primary lubricant reservoir or sump below the cylinder block, and a secondary lubricant reservoir at a side of the cylinder block. The secondary lubricant reservoir may be formed as a pannier oil tank by sealably attaching an apron to a side of the cylinder block. A fluid passage extending between the secondary lubricant reservoir and the primary lubricant reservoir is closeable by a valve and is adapted to permit lubricant flow from the secondary lubricant reservoir to the primary lubricant reservoir when open. The secondary lubricant reservoir increases the oil capacity of the cylinder block.

Abstract: The object of the present invention is to facilitate an appropriate oil supply to the tensioner without a complex apparatus. A valve chamber 3A is formed in a cylinder head 3 which is connected to a cylinder block 2. An opening 23—for discharging the oil in the valve chamber 3A into a chain case 6 which is placed on the side of the cylinder block 2—is formed on a chain case mounting surface 20. Inside the chain case 6 on the chain case mounting surface 20 of the cylinder block 2 are placed a timing chain 15 and a tensioner 30 for applying tension to the timing chain 15. An oil dropping rib 24 for guiding the oil discharged through the opening 23 to the tensioner 30 is provided on the chain case mounting surface 20.

Abstract: The present invention relates to a modular internal combustion engine assembly that includes a closed-dome cylinder liner having solenoid actuated intake and exhaust valves supported within the dome portion of the cylinder liner. The engine assembly also includes a crankshaft having a series of discs joined together in a spaced parallel relationship by a plurality of crankpins, that is supported at the lower end of the cylinder block by bushings adapted to receive the crankshaft, such that the crankshaft rotates within the bushings in response to piston power strokes.

Abstract: An engine control system in a vehicle including a variable displacement internal combustion engine, an intake manifold coupled to the variable displacement internal combustion engine, a controller for controlling the displacement of the variable displacement internal combustion engine, a pressure sensor sensing manifold pressure, the pressure sensor electronically coupled to the controller, and where the controller receives pressure information from the pressure sensor and changes the displacement of the variable displacement internal combustion engine in response to the pressure information.

Abstract: The invention relates to a common rail system for supplying fuel to internal combustion engines, in particular Diesel engines of passenger cars, having a central high-pressure fuel reservoir (4), which via high-pressure fuel lines (5, 7) communicates with a plurality of injectors, whose opening and closing motions are controlled each by a respective control device (13; 17, 19).

Abstract: The present invention relates to a design and method of operation of an improved rotary piston engine. In particular, a preferred embodiment of the present invention is directed to a rotary engine with improved reliability, comprising a housing, having side portions and a peripheral portion defining a chamber, a rotor, disposed within the chamber, and at least one exhaust port in one of the side portions.

Abstract: The engine comprise a cylindrical rotor (B), set up in the interior of a stator (A), limited by two flat surfaces (F1) and (F2), being formed a chamber to provided the admission phase (C!) and the compression phase (C2) and another chamber to provided the expansion phase (D1) and the exhaust phase (D2).

Abstract: A fuel spray and a tumble collide with each other from approximately opposite directions in a cavity formed in a piston head so that a combustible mixture stays around a spark plug provided at an upper central part of a combustion chamber for an extended period of time. An upper opening of the cavity is elongated to both the left and right sides of a cylinder axis. The distance between a ceiling of the combustion chamber and a bottom surface of the cavity as measured parallel to the cylinder axis is smaller on the right side of the cylinder axis than on the left side thereof and largest at least at a point where the cylinder axis crosses the bottom surface of the cavity, and a portion of the cavity to the left of the cylinder axis has a larger volumetric capacity than a portion of the cavity to the right of the cylinder axis, whereby a strong tumble is maintained up to a fuel injection point, allowing satisfactory mixture strification.

Abstract: An apparatus and method for causing a fuel injector to overcome its inherent fuel injection pressure threshold long enough to completely inject a predetermined volume of fuel during each fuel shot associated with a particular fuel injection event. The fuel injector is in electrical communication with an electronic controller for receiving control signals of pre-calculated timing and duration therefrom. Furthermore, the fuel injector is in mechanical communication with a cam follower. A camshaft has a cam profile in mechanical communication with the cam follower, the cam profile including at least one lobe operable to generate pressure within the fuel injector sufficient to overcome the fuel injection pressure threshold in predetermined intervals in conjunction with the control signal of the electronic controller.

Abstract: A fuel injection system (1) for internal combustion engines has at least one fuel injector (7) which injects fuel into a combustion chamber (6) delimited by a cylinder wall (2) in which a piston (3) is guided, and it has a spark plug (8) which protrudes into the combustion space (6), and the fuel injector (7) is designed so that a conical spray jet (13) is produced in the combustion chamber (6). The conical spray jet (13) has an angle cutout (17) in the area of the spark plug (8).

Abstract: An electronic throttle control system is described where a throttle position sensor has multiple slopes depending on the operating region. At low throttle positions, a greater slope, and thus a greater sensitivity is provided, thereby increasing control resolution. At greater throttle positions, a lower slope, and thus lower sensitivity is provided. In this way, an output signal that varies across the entire operating region of the throttle is provided for monitoring and control, while improved performance at low throttle angles can be simultaneously achieved. A method of making the sensor is also described.

Abstract: In a fuel injection system (1) for internal combustion engines, including an electronically triggered control valve (9) with an axial through bore (10), which is divided by two valve seats (19, 20) into three annular chambers (11, 12, 13), to which respectively a supply line (7) for fuel at high pressure, a high-pressure line (15) leading away to an injection valve (8), and a relief line (17) are connected, and having a control piston (14), which is guided in the through bore (10) and which has two valve sealing faces (24, 27) cooperating with the two valve seats (19, 20), respectively, the control piston (14) according to the invention has a further valve sealing face (25), which cooperates with the first valve seat (19) and whose spacing (h1) from the first valve sealing face (24) is at least equal to the spacing (h2) between the second valve sealing face (27) and the second valve seat (20) when the first sealing seat is closed.

Abstract: A fuel injection apparatus (1) for internal combustion engines is proposed, which has a high-pressure fuel source (2) from which fuel is supplied to an injection opening (8) by means of a control valve unit (7). The control valve unit (7) has a valve body (11), a (9) disposed in an axially mobile manner inside this valve body, and an actuator unit (10) that actuates the valve member (9). A first high-pressure line (6) connected to the high-pressure fuel source (2) feeds into a first valve chamber (14) of the control valve unit (7). In addition, a first valve seat (13) is provided on an outer diameter of the valve body (11) between the first valve chamber (15) and a second valve chamber (15) that communicates with the injection opening (8) by means of a second high-pressure line (23). A second valve seat (24) is formed on an inner diameter of the valve member (9) and is engaged by a closing device (25).

Abstract: A fuel injection device having a fuel pump for each cylinder of an internal combustion engine, which fuel pump has a pump piston that is driven in a stroke motion by the engine and delimits a pump working chamber, which is connected to a fuel injection valve that constitutes a structural unit with the fuel pump and has an injection valve member, which controls at least one injection opening and can be moved in the opening direction counter to a closing force by the pressure generated in the pump working chamber. A first electrically actuated control valve controls a connection of the line to a discharge chamber. A second electrically actuated control valve controls a connection of a control pressure chamber of the fuel injection valve to the pump working chamber, by means of which the injection valve member is at least indirectly acted on in the closing direction.

Abstract: A fuel injection system having a fuel flow regulating valve that directs a flow of pressurized fuel to a portion of pressurized fuel to an operable portion of a fuel pump. The flow regulating valve provides a predetermined flow responsive to a predetermined pressure or in another embodiment provides a variable flow rate responsive to variations in fuel pressure.

Abstract: A fuel system for supplying fuel to an internal combustion engine includes a storage tank and a first fuel pump, which is connected on the input side to the storage tank. A second fuel pump is connected on the input side to the first fuel pump via a fuel connection. The system also includes a pressure adjusting device for the output side of the second fuel pump and a pressure damping device disposed in the fuel connection between the first fuel pump and the second fuel pump. Cost of the system is reduced by a flow inhibitor, which only permits a flow in the direction of the second fuel pump, disposed in the fuel connection between the first fuel pump and the second fuel pump, close to the second fuel pump and upstream of an inlet of the pressure adjusting device in terms of the flow direction.

Abstract: A multiple cylinder engine controls an air/fuel ratio accurately by improved detection of the fluctuations in a vacuum due to a change in the openings of throttle valves. The multiple cylinder engine comprises: a plurality of intake passages 11a and 11b for feeding intake air to cylinders 2 and 3 independently of each other; fuel injectors 6 and 7 and throttle valves 4c provided for the intake passages; a pressure sensor C for detecting the pressure of one of the intake passages 11a and 11b; and fuel control means 20 for controlling the injection quality of the fuel injectors 6, 7 of each cylinder by using the detected pressure. The multiple cylinder engine may further comprise a vacuum inlet passage 18 having a inlet port 18a opened into intake passages 11a or 11b that introduces the pressure of the intake passages 11a or 11b into the pressure sensor C. The vacuum inlet passage 18 includes a throttle portion 18b preferably having a passage area of no more than one ninth that of the inlet port 18a.

Abstract: A required fuel amount for an engine is calculated at a predetermined calculation cycle. A fuel injection amount to be injected from an upstream injection valve and a fuel injection amount to be injected from a downstream injection valve are then calculated. After fuel injection on the basis of the calculated fuel injection amounts, a lack of fuel delivered by the fuel injection amounts immediately before re-calculation of a required fuel amount at the calculation cycle until the end of an intake stroke (end of an intake valve opening period), is calculated by subtracting the fuel injection amounts from the re-calculated required fuel amount. The calculated lack of fuel amount is injected from the downstream injection valve during the intake stroke, e.g., in stages 6 and 7.

Abstract: A method for calibrating a pressure sensor in a fuel metering system and a corresponding device, which enable the pressure sensor to be calibrated as precisely as possible. For this purpose, the instantaneous cooling-water temperature of the internal combustion engine is measured and the drop in the cooling-water temperature is derived therefrom as a measure for the standstill time of the internal combustion engine, the pressure sensor first being calibrated when the standstill time exceeds a predefinable minimum. Thus, an arrangement for monitoring the cooling-water temperature already present per se in the vehicle may be used to reliably and precisely calibrate the pressure sensor. Therefore, this is able to be realized very quickly and almost without extra expenses, in particular without using an additional timing supervision for measuring the standstill time.

Abstract: An engine has a fuel supply system comprising a fuel pump provided with valves for opening and closing a fuel suction hole and a fuel exhaust hole alternately, synchronously with a movement of an air supply push rod, a pipe connecting the fuel suction hole of the fuel pump and a fuel supply source to each other; and a pipe connecting the fuel exhaust hole of the fuel pump and a fuel injection device provided on an air supply port of the cylinder to each other, wherein a fuel is fed to the fuel injection device from the fuel pump owing to an upward movement and a downward movement of the air supply push rod caused by a rotation of the crankshaft; and the air supply valve is opened to inject the fuel.

Abstract: A liquified gas delivery system for a motorized platform includes a holding tank configured to receive liquified gas. A first conduit extends from a vapor holding portion of the tank to a valve device. A second conduit extends from a liquid holding portion of the tank to the valve device. Fluid coupled to the valve device is a vaporizer which is in communication with an engine. The valve device selectively withdraws either liquified gas or liquified gas vapor from the tank depending on the pressure within the vapor holding portion of the tank. Various configurations of the delivery system can be utilized for pressurizing the tank during operation.

Abstract: A fuel delivery system containing a plurality of components that cooperate to provide improved fuel economy and reduced environmental pollution. These components include elastomeric check valve body members having a shaft and a cylindrical head, and an electrical heating system to recondition the fuel. A water separator designed to eliminate the flow restriction to the device that could negate the operation of the system through the usage of synthetic or wire screen in the element. A groove so positioned in the face of the transfer pump gear cavity so as to relieve the pressure on the powering shaft seal. A divider wall protruding from the filter head base into the upper area of the filter to divide the top portion of the filter that is normally a common area of incoming fuel into two separate chambers, an inlet chamber for the incoming liquid and an outlet chamber for the exiting air bubbles.

Abstract: In a diesel engine provided with an exhaust gas recirculation valve (6), a target exhaust gas recirculation amount determined based on the engine running condition is compared with a maximum recirculation amount of the valve (6) (S28). When the target exhaust gas recirculation amount exceeds the maximum recirculation amount, the target exhaust gas recirculation amount is limited to the maximum flowrate (S28). By maintaining the opening of the exhaust gas recirculation valve (6) at an opening corresponding to the maximum recirculation amount for a predetermined time even after the target exhaust recirculation amount has fallen below the maximum flowrate (S26), the exhaust gas recirculation amount is made to promptly follow the target amount.

Abstract: A capacitive discharge ignition system for an internal combustion engine comprises a converter transformer, an ignition transformer, a first triggerable switch S1, the primary winding of the ignition transformer and the storage capacitor being connected in series through the triggerable switch, a spark plug connected in series with the secondary winding of the ignition transformer, a source of direct current and a second triggerable switch S2 connected in series the primary of the converter transformer, and a circuit to control the first and second triggerable switches in synchronism with the engine.

Abstract: An ignition system employing a piezoelectric transformer having a drive side and an output side. The ignition system further includes circuit elements in electronic communication with the output side that tune output impedance in series with a breakdown gap to optimize power flow from the transformer to the breakdown gap after breakdown and a timing control circuit in electronic communication with the drive side that meters post-breakdown energy delivered to the breakdown gap by timing the duration of post-breakdown power flow.

Abstract: A method and apparatus for automatic tuning of fuel injected engines includes an air-fuel ratio sensor, a load device for controlling engine RPM, a digital computer and a display device. The digital computer displays a plurality of throttle positions to an operator who sets the throttle of said engine to correspond to said display of throttle position. The digital computer varies the engine RPM over the operating range of the engine to determine corresponding map values for storage in an injector signal modifier.

Abstract: A canister includes an adsorbent, an air layer and an air hole. An ECU obtains a physical status quantity Mgair representing the vapor stored state of the air layer, a physical status quantity Mgcan representing the fuel vapor stored state of the adsorbent, and a physical status quantity Fvptnk representing the vapor generating state in the fuel tank. The ECU then estimates a total vapor flow rate Fvpall purged to an intake system of the engine by using a physical model related to the vapor behaviors. The physical model is based on the obtained physical status quantities. The ECU corrects the fuel supply amount to the engine according to the estimated flow rate Fvpall. As a result, the air-fuel ratio feedback control is readily prevented from being influenced by the fuel vapor purging.

Abstract: A compressed gas powered gun includes an electronic actuator to achieve greater efficiency in the operation of the gun. In one aspect, the gun is operable in either a manually operating mode or an electronically operating mode.

Abstract: A paintball gun control system according to this invention includes an electronic circuit board configured to receive a sensor signal corresponding to a measured value of a paintball gun characteristic. The circuit board compares the measured value with a desired value. Based upon that comparison, the circuit board adjusts one or more characteristics of the paintball gun to bring the measured value into conformity with the desired value.

Abstract: A cover, such as a countertop addition, is disclosed. The cover includes a primary flat section having a first perimeter sized equivalently to a second perimeter of the range top, and having an upper side and an under side. The primary flat section is fittedly integrated along the first perimeter with at least one countertop adjacent to the range top on at least one side of the range top. The primary flat section may include at least one seam, wherein, upon unfolding of said primary flat section along the at least one seam, the primary flat section is sized equivalently to the perimeter of the range top. This folding improves ease of storage, such as in a storage compartment of an adjacent countertop to the range. The primary flat section may be formed of a wood or a metallic, for example, and may include a plurality of designs thereon.