Abstract: An apparatus and method to enhance the overall performance of engines in one or more of the following ways: by increasing the power output; by reducing the level of unwanted atmospheric emissions; and by reducing engine wear. The apparatus is an engine (e.g., 2-stroke or 4-stroke, diesel or gasoline-fueled internal combustion engine) comprising a crankshaft, crankcase, combustion chamber, oil pan, piston, connecting rod, intake port, exhaust port, and scavenging pump assembly having an air cylinder and an air diaphragm. The scavenging pump assembly allows for the control of air and fuel intake port pressure by controllably boosting an intake mixture of fuel and air to a level sufficiently greater than ambient pressures, and loading the mixture into the combustion chamber, while minimizing the potential for engine lubricating-oil to combine with the intake air-fuel mixture.

Abstract: The present invention provides a carburetor that can be adapted to a variety of engines with different positional relationships between the location for feeding the air/fuel mixture and the location for feeding scavenging air. The carburetor a carburetor main body (22) with an air intake passage (24) forming a portion of the air/fuel mixture passage (23) and is provided with an air passage (33) that forms a portion of an air channel (32) for scavenging air. The air passage (33) is positioned parallel to an air intake passage (24), and the front end thereof is positioned further to the base end side than to the engine-side front end face of the carburetor main body (22), enhancing the degree of freedom for placing the conduit pipe (34) for connecting the air passage (33) to the scavenging air feed port (9). Also, the throttle valve (26) and the air valve (35) are butterfly valves with mutually parallel valve stems, and the interlocking mechanism thereof has a simple configuration.

Abstract: The two-cycle combustion engine includes a first scavenge passage (12) for communicating directly between a combustion chamber (1a) and a crank chamber (2a), a second scavenge passage (14) for communicating the combustion chamber (1a) and the crank chamber (2a) through a bearing (81) for a crankshaft (8), an air supply passage (10) for introducing air (A) into the second scavenge passage (14), a reed valve (15) provided in the air supply passage (10), and an air-fuel mixture supply passage (11) for introducing an air-fuel mixture (M) into the crank chamber (2a). The second scavenge passage (14) is positioned at a location nearer to an exhaust port (12a) than the first scavenge passage (13). An air introducing passage (16) is formed in an cylinder block (1) so as to communicate the air supply passage (10) with the second scavenge passage (14) by way of a radially outer portion of the first scavenge passage (13).

Abstract: A two-stroke internal combustion engine including a cylinder; and a piston movably mounted in the cylinder. The cylinder includes an exhaust port and transfer ports. The transfer ports include a first pair of the transfer ports disposed closer to the exhaust port than a second pair of the transfer ports which are disposed further away from the exhaust port. The first pair of transfer ports are angled relative to each other at a first angle of about 70° to about 85° and the second pair of transfer ports are angled relative to each other at a second angle of about 120° to about 150°. Directional discharge of scavenged air out of the transfer ports 10 establishes a flow path for the scavenged air to minimize losses of the fresh unburned fuel into the exhaust port.

Abstract: A control method with variable feedback gain for energization of an electro-magnetically driven intake/exhaust valve of an internal combustion engine increases opening and closing speeds of the intake/exhaust valve driven with electromagnets having small capacity and improves the control performance in bringing the final speed of the opening and closing action of the valve close to zero.

Abstract: A hydraulically controlled actuator for actuation of an exhaust-side gas exchange valve of an internal combustion engine, containing a control piston that is displaceable within a cylinder and, with piston sides facing away from one another, delimits pressure chambers, of which the one pressure chamber impinges upon the gas exchange valve in the closing direction and the other pressure chamber impinges upon the gas exchange valve in the opening direction. In the actuator is provided at least one spring element, which can be brought into a preloaded state by the control piston moving in the closing direction of the gas exchange valve, and whose stored potential energy accelerates the gas exchange valve in the opening direction at least at the beginning of an opening phase, is provided. This results in a reduction in the energy expended in the context of valve actuation.

Abstract: A system and method for controlling a variable valve actuation system for an engine is provided. An engine valve is moved between a first position where the engine valve blocks a flow of fluid and a second position where the engine valve allows a flow of fluid. Fluid is provided to a chamber of a valve actuator adapted to operatively engage the engine valve. A parameter indicative of a viscosity of the fluid provided to the chamber of the valve actuator is sensed. Fluid is trapped within the chamber of the valve actuator to prevent the engine valve from moving to the first position. A response time of the valve actuator is determined based on the viscosity of the fluid provided to the chamber of the valve actuator. The response time indicates the time required to release the fluid from the chamber of the valve actuator to allow the engine valve to move to the first position.

Abstract: A control device for a gas exchange valve of an internal combustion engine having a multi-membered transmission comprising

Abstract: A cylinder deactivation arrangement for an engine is provided. The arrangement includes an engine with main oiling circuit passages and lifter oil gallery control circuit passages formed internal to a cylinder block of the engine. The lifter oil gallery control circuit is arranged so as to provide an oil flow path internal to the cylinder block from the main oiling circuit to the deactivating lifter. A lifter is positioned in the cylinder block and arranged in fluid communication with the lifter oil gallery control circuit. A control valve is positioned in the cylinder block and arranged in fluid communication with the main oiling circuit and the lifter oil gallery control circuit. The control valve is arranged to allow selective fluid communication of oil from the main oiling circuit to the lifter oil gallery control circuit to selectively control actuation of the lifter.

Abstract: A camshaft adjuster for motor vehicles has an oscillating motor having a rotor that is fixedly connected to a camshaft and further having a stator surrounding the rotor. The rotor is rotatable relative to the stator. At least one connecting part acting by at least one of positive engagement and force transmission is provided on a camshaft having cams. The rotor has a base member that is fixedly mounted on the connecting part. The base member has a diameter that is different from a diameter of a circle circumscribing the cams of the camshaft.

Abstract: A valve timing adjusting device including a first rotor, a lock pin for locking a relative rotation between the first rotor and a second rotor at the most advanced position, and operating by fluid control pressure to release the lock, wherein rotor start-up delaying means is provided for operating the lock pin by the fluid control pressure in the lock releasing direction, and then rotating the second rotor in the lagged direction when the second rotor starts rotating from the most advanced position to the lagged direction.

Abstract: A vane, a valve timing control device at least including a vane, or a sliding member include at least one of chromium and manganese with 10-20 weight %, and carbon with 0.70 weight % or less wherein the vane is formed by nitriding treatment.

Abstract: An engine unit includes a valve driving mechanism in which a cam having its cam profile axially varying continuously is slid along the axis of the cam shaft to control continuously a lift characteristic of an intake valve to be steplessly variable. In the control device of the engine, when the engine is, determined to be in a idling state by an idling-state determining unit, a target cam position is obtained according to a target valve lift amount calculated based on the cooling water temperature by a target cam position calculated unit, and the target cam position is corrected according to atmospheric pressure, an engine oil temperature, an ATF temperature, and an intake temperature, so that an engine rotation will be stabilized in the idling state.

Abstract: The thickness in the width direction of a pair of side wall sections 4 is made as uniform as possible. In use, a load is applied to the pivot 3 from the side of the first and second connecting sections 5, 6 which connect the pair of side wall sections 4. A crimped section 13a is formed on the outer periphery at the opposite end surfaces of the pivot 3b, on the half on the side of the connecting sections 5, 6. Therefore, the outer peripheral surface of the opposite ends of the pivot 3b comes into contact with the inner peripheral surface of the through hole 11 on the load support side. Consequently, the load is sufficiently supported by the contact surface, and even after being used for a long time of period, lost motion is prevented from occurring on the support section at the opposite ends of the pivot 3 with respect to the pair of side wall section 4.

Abstract: A hydraulic tappet for internal combustion engines with overhead camshaft has hollow cylindrical housing that is sealed at one end by a tappet floor that is mechanically linked to a cam of a camshaft. Longitudinally borne in the housing is a hydraulic play compensation unit, the pressure chamber of which, for exchanging fluid, can be connected to a fluid reservoir that is sealed to the outside. For compensating volume from the fluid reservoir, a largely circular compensation element that limits the fluid reservoir is provided and that is provided with at least one undulation and/or fold. The compensation element is arranged such that the center region is freely movable and the undulation and/or fold opens or closes depending on the required volume compensation.

Abstract: A valve lifter for an internal combustion engine comprises an outer body, an inner body and at least one pin. The inner body is movable with respect to the outer body, and the at least one pin is movable in response to hydraulic pressure into the groove to lock the outer body against movement relative to the inner body.

Abstract: A burner head assembly for a burner includes a housing having a hollow interior and an exterior. There is a control module within the hollow interior. The module has internal connectors within the hollow interior and external connectors on the exterior of the housing, whereby electrical connections to the module can be made internally and externally with respect to the housing without requiring apertures in the housing and wiring extending through the apertures. For example, the control module may include a circuit board, the circuit board having a portion within the hollow interior and which extends to the exterior. The exterior and interior connectors are connected to the circuit board. The housing may have two portions, the control module being fitted between the two portions of the housing. Preferably the control module is sealingly received between the two portions of the housing.

Abstract: An internal combustion engine, in particular a stationary gas engine, comprising at least one spark plug connector plug device (2) which can be fixed to the internal combustion engine, wherein the spark plug connector plug device (2) and the fixing thereof to the internal combustion engine withstand an application of force exerted on the spark plug connector plug device of at least 1000 Newtons, preferably in the longitudinal direction of the spark plug connector plug device (2).

Abstract: A gasoline-fueled lawn mower has a pull rope that extends from the lawn mower engine and is attached to a pulley. An electrically powered starter motor is brought into engagement with the pulley, so that actuation of the starter motor causes the rope to be drawn out of the lawn mower engine, so as to start the engine. When the engine starts, the starter motor is disengaged, allowing the pull rope to be at least partly retracted into the engine. The pulley and the starter motor are preferably mounted on cross bars extending between portions of the lawn mower handle, the starter motor being mounted so as to slide along the cross bars. The invention also includes a kit for modifying a lawn mower to include a power-assisted starting mechanism.

Abstract: An electric starter apparatus and method with three-stage gearing and method for starting an internal combustion engine. The apparatus includes a starter assembly, a first gear, a second gear, a third gear, a fourth gear and an engine shaft. The starter assembly includes an electric starter motor and a starter motor shaft communicating with the starter motor. The starter motor shaft is rotatable in response to energizing of the starter motor. The first gear is attached to the starter motor shaft for rotation therewith. The second gear engages the first gear, the third gear engages the second gear, and the fourth gear engages the third gear. The fourth gear is attached to the engine shaft for communicating with an internal combustion engine. The engine is started by energizing the starter motor to rotate the starter motor shaft, the gears, and the engine shaft. The arrangement of gears enables the use of a low-torque/high-rpm electric starter motor in combination with a nickel-cadmium battery.

Abstract: The present invention relates to a high-speed controlling device (8), suitable for displacing a switching element (6) between two positions with very short switching times. Said device comprises two switchable electromagnets, between which an armature (19), with a driven coupling to the switching element (6), is arranged. According to the invention, said armature (19) contacts the first electromagnet in the first position of the switching element (6) and contacts the other electromagnet in the second position of the switching element (6). In order to obtain particularly short switching times for the switching element (6), the armature (19) can be firmly secured to a shaft (21), which is rotatably mounted about its longitudinal axis and to which said switching element (6) is also fixed in an axially offset manner in relation to the armature (19).

Abstract: A balancer structure for an engine includes a first balancer shaft, a second balancer shaft, a crankshaft having a crank gear and balancer gears on the first and second balancer shafts provided parallel to the crankshaft and driven for rotation by the crank gear. The first balancer shaft is provided on one side of a normal plane including an axis of the crankshaft, and the second balancer shaft is provided on another side. On the second balancer shaft is provided a counter gear for transmitting a rotation of the crankshaft to a main shaft of a transmission mechanism.

Abstract: A method for increasing displacement of an internal combustion engine having at least one cylinder liner received in a cylinder bore including the steps of removing the cylinder liner from the cylinder bore, and installing a replacement cylinder liner into the cylinder bore. The removed cylinder liner has an internal diameter and an external diameter, and the replacement cylinder liner has an internal diameter and an external diameter, the internal diameter of the replacement cylinder being larger than the internal diameter of the removed cylinder liner, and the external diameters of the removed cylinder liner and the replacement cylinder liner being substantially the same. Preferably, the replacement cylinder liner is made of compacted graphite iron.

Abstract: The electric oil pump is no more than a small DC motor added to the every day oil pump to get oil flowing before the car engine starts up.

Abstract: A dry-sump lubrication type four-stroke cycle engine includes an oil feed pump for feeding oil by pressure to parts needing lubrication, and a scavenging pump for returning the oil lubricated the parts needing lubrication into an oil tank. The respective rotors of the oil feed pump and the scavenging pump are fixedly mounted on a single rotor shaft. The oil feed pump and the scavenging pump are mounted on a clutch cover which is configured to cover one side of a crankcase and contain a clutch.

Abstract: A lubrication system for an engine includes an oil tank, a crankshaft, a crankcase for housing the crankshaft. An oil sump formed at a bottom of the crankcase collecting lubricant for circulated moving parts to be lubricated, and an oil pump for returning the lubricant collected in the oil sump to the oil tank are also provided. The oil sump and an oil suction port are provided, respectively, on one side and the another side of a normal plane including an axis of the crankshaft.

Abstract: The invention relates to a rotary piston machine. A housing defines a prismatic chamber the cross section of which forms an oval of odd order, which is alternatingly composed of circular arcs having a first relatively small radius of curvature and circular arcs having a second, relatively large radius of curvature, which arcs change into each other continuously and differentiably. Corresponding first and second cylindrical inner wall sections are formed. A rotary piston is guided in the chamber, the cross section of the rotary piston forming an oval the order of which is one less than the order of the chamber. Opposite cylindrical nappe sections are formed at the rotary piston, of which, in each position, a respective one is rotatable in a cylindrical inner wall section of equal radius of curvature and the respective other one engages an opposite inner wall section. The rotary piston, in each position, subdivides the chamber into two working chambers.

Abstract: The combustion engine has two rotary pistons (2,3) mounted rotatable in a housing (4) and each having a cylindrical core and outer ring whose radius corresponds in areas to the inner radius of the housing and whose thickness corresponds in areas to the thickness of the core. In the outer ring is a segment with smaller radius and/or different thickness so that a combustion chamber is defined between each housing and piston and the combustion chambers are connectable together. They can be sealed from each other at least in areas through at least one slider (5,6) which can be moved by the rotary piston.

Abstract: A rotational engine that includes an annular cylinder block having an inner elliptical shape. A circular member having a number of cylinder heads is positioned centrally within the annular cylinder block. Upper and lower cylinder walls are positioned in recesses formed on the top and bottom surfaces of the annular cylinder block. Cylinder gates are disposed between the adjacent cylinder heads and extend radially to contact an inner surface of the annular cylinder block. The cylinder heads and upper and lower cylinder walls are coupled such that they rotate as a unit in response to an ignition of a fuel mixture.

Abstract: A computer controlled rotary piston engine includes a blower housing containing a rotatable impeller assembly, for pushing ambient air into the housing, and forcing the air to pass through a normally open valve mechanism into a combustion chamber. A plurality of fuel injectors are selectively operable for injecting fuel into the combustion chamber, followed by selective operation of at least one spark plug for igniting the fuel/air mixture, thereby causing the valve mechanism to close, and the combustion gases to pass through a plurality of spaced apart intake manifolds into always open intake ports of a piston chamber for rotating a vaned or bladed rotary piston therein, followed by spent combustion gases being forced out of a plurality of spaced always open exhaust ports into an exhaust manifold. The distance the piston travels during a power cycle is adjustable, and inversely proportional to the frequency of combustion or number of combustion cycles within a given period of time.

Abstract: A combustion control device and a method for a direct injection engine are disclosed wherein, when the engine is operating in the partial load range, the valve opening/closing mode of an intake valve and/or an exhaust valve is controlled so that exhaust gases remain in a combustion chamber; and control is performed such that fuel is injected from a fuel injection valve into residual exhaust gases at least once during the time period from the latter half of an exhaust stroke to the first half of an intake stroke in one combustion cycle, and that an air-fuel mixture is ignited in the latter half of a compression stroke thereafter.

Abstract: An internal combustion engine includes an intake port leading to an engine cylinder. The intake port is divided into first and second passage section by a partition extending in the intake port in a longitudinal direction of the intake port. A gas motion control valve is arranged to open and close an upstream end of the second passage section. A connection passage connects an upstream end portion of the second passage section to the first passage section. A fuel injector is directed to inject fuel toward a valve opening of the intake valve through a space on the downstream side of the downstream end of the partition.

Abstract: A throttle valve opening control device includes a drum which is connected to a throttle grip by a wire, an input shaft which is integrally mounted in the drum, an output shaft which is connected to the input shaft by a power transmission device, a link mechanism which connects the output shaft to a forward valve shaft and a rear valve shaft, and a drive motor which drives the power transmission device to provide the relative rotation of the output shaft with respect to the input shaft. The input shaft and the output shaft have respective axes arranged along a straight line. The drive motor is arranged parallel to the output shaft, and the output shaft and the drive motor are juxtaposed vertically and substantially along a centerline of an intake passage. The throttle valve opening control device is relatively compact to reduce engine size.

Abstract: An internal combustion engine is provided, and has a throttle element mounted in the intake channel of the engine so as to be pivotable, via a throttle shaft, between an idling position and a full-load position. An abutment is fixedly connected with the throttle shaft. In the idling position, the abutment rests against a stop element that is fixed in position on the intake channel. The stop element is adjustable and establishes the idling position of the throttle element. The abutment forms, with the stop element, a switch that is actuated in the idling position of the throttle element.

Abstract: A method is disclosed for controlling operation of a engine coupled to an exhaust treatment catalyst. Under predetermined conditions, the method operates an engine with a first group of cylinders combusting a lean air-fuel mixture and a second group of cylinders pumping air only (i.e. without fuel injection.) In addition, the engine control method also provides the following features in combination with the above-described split air/lean mode: auto speed control, sensor diagnostics, air-fuel ratio control, adaptive learning, fuel vapor purging, catalyst temperature estimation, and default operation. In addition, the engine control method also disables the split air/lean operating mode under preselected operating conditions.

Abstract: An object of the present invention is to provide a control device for a throttle valve which, by dispensing a position sensor for the throttle valve, can reduce a cost of the sensor and which is excellent in durability and reliability and is reduced in its control delay. The control device includes an air flow sensor 1 for detecting an air flow rate flowing through a intake pipe of an internal combustion engine, a motor 33 for driving the throttle valve 2 disposed in the intake pipe and an ECU 15 for controlling the driving operation of the motor. The ECU 100 feedback-controls the output of the air flow sensor so that a difference between the output of the air flow sensor 1 and an air flow rate required for the engine reduces.

Abstract: A sensor for a throttle control device. The throttle control device includes a throttle body. A throttle valve is disposed within an intake air channel defined within the throttle body. A speed or gear reduction mechanism is coupled between a motor and the throttle valve. A sensor detects the rotational position, i.e., the rotational angle, of the motor and has a movable section and a fixed sensing section. The movable section is attached to a rotary shaft of the motor, so that the movable section rotates as the rotary shaft rotates. The fixed sensing section is mounted to the throttle body and is disposed within the movable section. By detecting the rotation of the motor a computing section can accurately determine the degree of opening of the throttle valve. The sensor outputs the degree of opening of the throttle valve.

Abstract: To enable the detection of an accelerating condition from the phase of a crankshaft and an induction air pressure so as to obtain an acceleration feeling that corresponds to the accelerating condition so detected.

Abstract: A method for improving engine performance, by increasing fuel efficiency and/or power output, and/or by decreasing the output of pollutants. When the temperature of the engine's exhaust system is lower than a target temperature, the ignition position of the cylinders of the engine is changed such that fuel and air propagate from the cylinders into the exhaust system while undergoing combustion. The heat from the combustion of the fuel and air in the exhaust system increases the temperature of the exhaust system. The ignition position may be retarded from the normal operating ignition position by up to 40 degrees or more, or to 10 to 20 degrees after top dead center. The ignition position may be changed manually or automatically. The exhaust temperature may be sensed and displayed. An engine control system for improving engine performance includes an ignition changing mechanism to change the ignition position of the cylinders, and an activating mechanism for activating the ignition changing mechanism.

Abstract: The invention relates to a fuel dosage device comprising a fuel chamber (5), a fuel inlet (6) which can be opened and closed and leads to the fuel chamber (5), and at least one fuel outlet (14) leading from the fuel chamber to a suction channel (16) of an internal combustion engine. Part of a wall of the fuel chamber (5) consists of a first element (12) which can be moved according to a pressure difference between a pressure in the fuel chamber (5) and an ambient air pressure, said element being coupled to a closing element (7, 8) for opening and closing the fuel inlet (6). Said fuel dosage device enables a quantity of fuel, which is supplied to the suction channel (16) for a pre-defined operating position of the internal combustion engine, to be automatically regulated according to the ambient air pressure.

Abstract: A cylinder injecting fuel injection valve device of the present invention includes: a fuel injection valve including an axially constrained portion formed in an outer periphery of a metal portion so as to protrude radially outwards and a radially constrained portion of a predetermined configuration formed on an outer peripheral surface of a resin portion, and being adapted to inject fuel directly into a cylinder from the fuel injection port; and a retainer one end of which is fixed to the cylinder head and the other end of which has a constraining portion by means of which the fuel injection valve is secured in position, in which the constraining portion of the retainer abuts the axially constrained portion to axially pressurize the fuel injection valve, and is engaged with the radially constrained portion to thereby restrict rotation of the fuel injection valve around an axis.

Abstract: A method of controlling fuel injection is disclosed which enables highly accurate fuel injection and an enhanced durability of fuel injection valves in an internal combustion engine using an SPI system. The engine has a plurality of fuel injection valves disposed in an intake passage on an upstream side of a collector portion of an intake manifold of the internal combustion engine so that fuel is supplied to a plurality of cylinders of the engine by fuel injection from the fuel injection valves. The method includes alternately operating the plurality of fuel injection valves so as to supply the fuel when an intake airflow is a low flow rate equal to or less than a predetermined value, and simultaneously operating the plurality of fuel injection valves so as to supply the fuel when the intake airflow is a high flow rate more than the predetermined value.

Abstract: A fuel injection valve protecting apparatus in an LPG injection type engine is disclosed which operates when an excessive current passes through a fuel injection valve, or when an abnormality of the fuel injection valve occurs. Also disclosed is a fuel pressure increase preventing apparatus which can release an excessive pressure of petroleum gas so as to avoid a failure in parts of the engine and an engine malfunction. An electrical fuse is inserted in a driving current supply line of a fuel injection valve. An electronic control apparatus has an abnormality diagnostic means incorporated therein to detect an abnormality of the fuel injection valve by monitoring a check signal sent back from a fuel injection valve driving circuit, to thereby close a fuel shutoff valve and shut off the liquefied petroleum gas supplied to a vaporizer from a liquefied petroleum gas cylinder as appropriate.

Abstract: An engine start control system provides at least one sensor detecting engine operating conditions, an injector, and a control unit. The control unit controls the injector based on signals of the at least one sensor and it is programmed to perform a control logic comprising, determining whether an accumulated number of cases in which engine start is determined to be delayed is greater than a predetermined reference value and controlling the injector to not inject fuel for a predetermined number of engine cycles.

Abstract: In an arrangement for supplying an internal combustion engine with fuel and a method for servicing and repairing the arrangement wherein a number of components, that is, a fuel reservoir, a fuel pumping unit, a fuel filter, a fuel level sensor and line elements are arranged in a fuel container and the container has an access opening formed in a wall thereof and sealingly closed by a cover, at least the fuel reservoir and at least one of the line elements are firmly installed in the fuel container and for servicing or replacement only the other components are removed through the access opening after being disconnected from their support mounts and associated connecting lines.

Abstract: This invention provides an evaporative fuel control system for an internal combustion engine which system comprises an intake passage and a canister in communication with a fuel tank. The canister includes more than one chamber with activated carbon provided to absorb evaporative fuel. In this system, the canister is connected to the atmosphere via an open passage which is controlled by the atmosphere open/close valve situated in the open passage. The canister is also connected to the intake passage via a purge passage. The purge passage is controlled via a purge valve situated in the purge passage. The evaporative fuel control system comprises further a purge concentration detector which detects the concentration of a purge taken into the engine and a controller which diagnoses leakage after a predetermined amount of time set according to the concentration of the purge detected by the purge concentration detector.

Abstract: A charge air intake system for a diesel engine (10) includes a first duct (24) and second bypass duct (30) having its upstream and downstream ends connected to the first duct and bypassing a charged air cooler (28) mounted in line with the first duct (24). An EGR conduit (38) leads from the exhaust manifold to the bypass duct (30). A turbo charger furnished charged air to the ducts where a proportioning valve (26) proportions air between the charge air cooler and the bypass duct.

Abstract: A crankcase emission control device of an internal combustion engine comprises a gas/liquid separator that separates an oil mist from blow-by gases flowing therethrough. A first passage is defined in both a crankcase and a cylinder head to connect an interior of the crankcase to a valve rocker cover chamber defined by the cylinder head. A second passage extends from the valve rocker cover chamber to the gas/liquid separator. A third passage extends from the gas/liquid separator to an intake system of the engine. For reducing the height of the entire construction of the engine, the gas/liquid separator is integrally formed by the cylinder head at a position below intake ports of the cylinder head.

Abstract: The regulated engine crankcase gas filter is a cylindrical reactor vessel connected to a positive crankcase ventilation (PCV) valve tubing to eliminate formed particulates from the gaseous material by increasing the volume in an expansion chamber to increase gas expansion formed and filtering out the particulates by a stainless steel mesh filter. The cleaned gas flows into a vortex creating nozzle and atomizing chamber, then through a metering jet or a metering washer, so that a fine gas mist exits the filter to the engine intake air system. An access port is available to check and maintain the functional aspect of the filter. The check-ball plug or check plug containing the filter medium, i.e., the cotton, can be changed as needed. The check-ball plug provides a means for outside air to mix with the inside gas molecule on demand.

Abstract: A breather device comprises a breather chamber (22) provided in a valve arm chamber (2) arranged above a cylinder head of an engine. In the breather chamber, blow-by gas including oil mist is separated into oil component and gas component, and the oil mist is removed from the blow-by gas. The interior of the breather chamber is alternately divided into plural horizontally juxtaposed rooms (22a, 22b, 22c) by a partition (23) extended from a bottom surface of the breather chamber and a partition (2a) extended from a ceiling surface of the breather chamber. Plural oil trap members (10) for trapping oil mist in the blow-by gas are arranged in the breather chamber. Especially, the oil trap member arranged at a blow-by gas inlet of the breather chamber is held by a holder (11) made separately from members (2, 7) forming the valve arm chamber (5).