Abstract: An animal restraining apparatus is disclosed which provides head, tail, and hind leg apertures for gaining access to an animals head, tail and perianal area, and hind legs for physiological and pharmacological studies of awake animals using direct mechanical, thermal, chemical and/or pharmacological stimuli.

Abstract: An apparatus for urging livestock animals includes at least one alleyway which is defined by a frame having a stationary portion and a reciprocating portion. The reciprocating portion includes a paddle assembly including spaced pairs of pivtobably mounted paddles. The reciprocating frame swings between a rear position and a forward position. The paddles are mounted to the reciprocating frame such that the paddles may pivot forward but not backward to permit forward motion of a livestock animal and to apply force to the hind quarters of the livestock animal when the reciprocating frame moves forward or to prevent rearward movement of the livestock animal in the alleyway.

Abstract: Disclosed is a method for the re-compression of process generated steam to create a higher pressure steam that is useful as a heating medium in other parts of a carboxylic acid production process or, in general utilized in another process. The invention comprises the following basic steps: (a) recovering thermal energy from at least a portion of the high temperature process stream resulting from an aromatic carboxylic acid production process in a first heat transfer zone to produce a low pressure stream; (b) subjecting the low pressure steam to a compression zone to generate an intermediate pressure steam; (c) utilizing the intermediate pressure steam as a heating medium, specifically within other parts of the carboxylic acid process or generally in another process thereby generating steam condensate; and (d) optionally, recycling all or part of the steam condensate to the second heat transfer zone for low pressure steam generation.

Abstract: A method and apparatus for providing steam for a test chamber is provided. The apparatus includes a heating element contained within a vessel which is fluid communication with an exterior reservoir wherein the heating element provides heat to generate steam from the water entering the vessel from the reservoir. The method for generating steam includes providing a chamber configured to contain a fluid insetting water into the chamber from a reservoir external from the chamber, controlling an amount of water inlet into the reservoir substantially equalizing the water level in the reservoir with the water level in the chamber. The method also includes heating the water in the chamber to turn at least some of the water into steam and venting at least some of the steam out of the chamber.

Abstract: To decrease adhesion of dirt to a radiator, miniaturize the radiator in front of an engine and improve engine cooling performance by efficiently applying cooling air to the engine. An oil cooler includes a first oil cooler and a second oil cooler. The first oil cooler is disposed in front of an engine. The second oil cooler is disposed in a front cover at a position higher than an upper edge of a front wheel. The first oil cooler is disposed immediately in front of a cooling fan. The first oil cooler is disposed so as to close an air intake guide of the cooling fan less than 50%. The first oil cooler and the second oil cooler are serially connected along an oil line. A heat radiation area of the second oil cooler is larger than that of the first oil cooler.

Abstract: In an internal combustion engine having a compression ratio varying mechanism, in response to detection of the occurrence of any failure or trouble in the compression ratio varying mechanism, the control technique of the invention restricts execution of a specific control, which has adverse effects on stable combustion of the air-fuel mixture. The specific control having adverse effects on the stable combustion of the air-fuel mixture includes warm-up ignition delay control, lean burn control, and EGR control. This arrangement ensures table combustion of the air-fuel mixture, even when the compression ratio varying mechanism is locked in at a low compression ratio. The technique of the invention thus enables the internal combustion engine to be driven stably, even in the case of the occurrence of any failure or trouble in the compression ratio varying mechanism.

Abstract: An exhaust valve assembly for a two stroke internal combustion engine having a cylinder with at least one main exhaust port and one auxiliary exhaust port is disclosed. The assembly comprises a main exhaust valve for at least partially closing the main exhaust port, an auxiliary exhaust valve for at least partially closing the auxiliary exhaust port, the auxiliary exhaust valve being separate from the main exhaust valve, and an actuator for actuation of the main exhaust valve and the auxiliary exhaust valve, wherein the actuator is connected to the main exhaust valve and the auxiliary exhaust valve is connected to the actuator by the main exhaust valve.

Abstract: The invention relates to a reciprocating engine in a motor vehicle, comprising a coupling arrangement for transmission of a torque, from a crank shaft end, to a crank shaft flange supported in a cylinder block, the crank shaft end being movable in the radial direction with respect to the crank shaft flange, characterised in that the crank shaft end and the crank shaft flange together form an axially extended cavity adapted to contain the coupling arrangement.

Abstract: A rotary valve assembly for an internal combustion engine is herein disclosed. The rotary valve assembly comprises a valve body having a number of ports formed therethrough and a bore that intersects these ports such that a valve cylinder inserted into the bore may selectively occlude or open the ports of the valve body. Cutouts formed into the valve cylinder facilitate the opening of the ports as they are rotated into alignment with the ports of the valve body. The rotary valve assembly may be used as a throttle mechanism by sliding the valve cylinder longitudinally within the bore of the valve body so as to control the aspect of the cutouts or bores formed into the valve cylinder that is presented to the ports.

Abstract: A valve is constructed to strike a balance between providing relatively high sealing yet low friction as components of the valve move. The valve includes a port and an actuator movable relative to the port. A member is disposed between the port and the actuator. The actuator acts on the member so that it can intermittently seal the port as it moves. The member and the actuator have a substantially low friction interface, whereas the seal member and the port have a substantially high sealing interface. The valve can be used in an engine, such as a rotary valve in an internal combustion engine.

Abstract: A method is presented to control engine valve selection of an internal combustion engine. Electromechanical valves are selected in a manner to reduce fuel consumption and improve engine drivability.

Abstract: Improved actuators and valve control systems, and methods for controlling actuators and/or engine valves, are disclosed. In addition to the inherent capability of timing control, the ability to provide continuous valve lift or stroke control greatly improves engine achieve fuel economy, emission and performance. The power-off state of the actuator is at the minimum stroke, from which an easy start-up can be directly executed. The minimum stroke is also very beneficial to achieve efficient low load operation. Even with continuous lift variation, the present invention is able to keep the spring force neutral or zero point in the center of a stroke, thus maintaining an efficient scheme of energy conversion and recovery through the pendulum action. When in compression braking or other high engine cylinder air pressure working mode, the invention is able to supply necessary force to open the engine valve.

Abstract: An internal combustion engine includes: a variable valve timing mechanism for changing a valve timing of at least one of an intake valve and an exhaust valve; a pressure for detecting an intake pressure and an exhaust pressure of the internal combustion engine that pulsate in association with the actions of the piston, the intake valve, and the exhaust valve; and controller for setting the valve timing based on a magnitude relationship between the intake pressure and the exhaust pressure detected by the pressure detector.

Abstract: The present invention provides a compact variable valve operating device that is capable of mechanically changing the operating characteristic of a valve. The rotation motion of a camshaft is input to the valve via a swing member. A slide surface is formed on the swing member. Intermediate members are positioned in contact with both the slide surface and drive cam surface. A support member for supporting the intermediate members is mounted on a control member. The control member can rotate in relation to the camshaft and is interlocked with a control shaft via rotation interlock mechanisms. When the control member rotates in coordination with the rotation of the control shaft, the intermediate members move along the drive cam surface and slide surface. The operating characteristic of the valve then changes in coordination with a positional change of the intermediate members.

Abstract: The invention improves volumetric efficiency of the internal combustion engine. A suspended cam, 1, follows a limited arc of rotation about the axis of a drive gear, 3. A change in engine speed (r.p.m.) activates the hydraulic piston 8, and alters the cam heel position along this arc that is tangent to a cam follower, 9. The separation distance, between the cam follower and cam heel, determines the duration of valve opening. The separation distance and the rocker arm ratio control the amount of valve lift. As the cam axis sweeps across the cam follower, there is coordinated movement of the cam follower fulcrum, 11. This tempers the otherwise excessive change in rocker arm ratio as the cam contact point on the cam follower moves in the “x” direction with rotation of the suspension assembly, 2. The rotation of the cam axis and gear reduction assembly, 4, 5, & 6, about the drive gear, shifts the timing of cam contact.

Abstract: An exhaust gas recirculation (EGR) system for use in a four-stroke, internal combustion, compression-ignition engine having at least one engine cylinder, at east one combustion chamber, at least one intake valve and a crankshaft. The EGR system includes at least one exhaust gas intake valve that is opened during at least a portion of an engine intake stroke when the exhaust gas pressure is greater than the pressure of gas in the combustion chamber, thus allowing exhaust gas to flow into the combustion chamber to establish internal EGR. A cam-operated intake rocker arm assembly has the form of both a first class lever and a second class lever. The first class lever directly communicates motion of the intake rocker arm assembly to open the intake valve, and the second class lever communicates motion of the intake rocker arm assembly through a hydraulic transfer assembly to open the exhaust gas intake valve.

Abstract: A valve timing control apparatus for controlling an opening and closing timing of a valve of an internal combustion engine includes a driving side rotational member synchronously rotated with a crankshaft, a driven side rotational member provided coaxially with the driving side rotational member and synchronously rotated with a camshaft, a fluid pressure chamber being separated into an advanced angle chamber and a retarded angle chamber, a phase control apparatus for displacing a relative rotational phase between the driving side rotational member and the driven side rotational member, a locking mechanism having a movable member, a judging device for judging a supply condition of the operation fluid relative to the fluid pressure chamber, and a control device for controlling a rotational speed of the crankshaft.

Abstract: A choke valve is controlled finely suited to the running state of an engine. A throttle valve 8 and a choke valve 9 are provided in series on an intake pipe 6, and the opening degree of the choke valve 9 is controlled by a stepping motor. The choke valve opening degree upon start of engine (start opening degree) is determined depending on the engine temperature. The stepping motor 11 is initialized at the fully closed side of the choke valve 9 when the power source for starting the engine is turned on. The start opening degree of the choke valve is judged to be closer to the fully closed side or fully opened side, and the stepping motor 11 is initialized at the fully closed side if judged to be close to the fully closed side, and at the fully opened side if at the fully opened side.

Abstract: Flap bearing mountings of the present invention are for mounting flap devices (5), such as switch-over, tumble, or swirl flap devices, on a housing (2) of an air intake port system (1) of a combustion engine. Mounting of flap devices (5) is accomplished by thermoforming projections (19) that are formed on bearing elements (10) of the flap device (5) and that extend through corresponding apertures (20) formed in the housing (2) of the air intake port system (1) of a combustion engine. This structure makes it possible to cost-effectively and precisely mount one-piece flap shafts (6, 7) in all air intake port systems (1), without having to use additional mounting elements. Through the exact, precise fixing of the mounted position, deformation of the shaft (6, 7), having flap bodies (8) arranged thereon, is reliably prevented and the service life of the entire flap device (5) is prolonged.

Abstract: An air intake control system includes valve elements disposed in intake passages for varying the cross-sectional area of each intake passage, a valve shaft for transmitting a driving force to the valve element, an actuator including a motor for producing the driving force for turning valve shaft, a worm gear mounted on a rotary shaft of the motor, and a housing accommodating the motor and the worm gear, and a driving gear which meshes with the worm gear to transmit the driving force supplied from the actuator to the valve shaft. The driving gear includes a boss portion, a tooth portion which meshes with the worm gear, and an elastic member which is sandwiched between and bonded to the boss portion and the tooth portion. The boss portion rotates together with the valve shaft, whereas the tooth portion and the elastic member can rotate relative to the valve shaft.

Abstract: An engine air intake device for an outboard motor includes a plurality of main intake pipes corresponding to each cylinder. First and second branch pipes extend from an upstream end of each main part. The first branch pipes are longer than the second branch pipes. The second branch pipes each include a valve and are selectively closed. The first branch pipes open into a first surge tank. The second branch pipes open into a second surge tank that is formed separately from the first surge tank. In operation, the valves of the second branch pipes are open when the engine is operating in high engine speed and are closed at low-to-medium speeds.

Abstract: An intake air device includes a first intake passage the length of which is fixed; a second intake passage the length of which can be changed, and a downstream-end of which is joined to a downstream-portion of the first intake passage; a first valve the opening degree of which can be changed, and which is provided in the first intake passage; a second valve the opening degree of which can be changed, and which is provided in the second intake passage; and operation means for operating the first valve and the second valve according to the operating state of the internal combustion engine. With this configuration, the cross sectional area perpendicular to the longitudinal direction of at least one intake passage that is used can be appropriately changed according to the operating state of the internal combustion engine.

Abstract: An engine intake manifold assembly (10), including a first component (12) having a first mating surface (14) and a second molded plastic component (16) having a second mating surface (18). The second molded plastic component (16) is adhesively bonded to the first component (12) with an adhesive (20). The adhesive bond strength exceeds the strength of the second molded plastic component (16).

Abstract: A recoil starter includes a reel/cam unit defined with a rope reel wound with a starter rope and urged to pivot in a direction of reeling the starter rope, and a cam in a cylindrical shape for transmitting rotation of the rope reel to an output shaft on a side of an engine. A damper unit connects the rope reel and the cam, and a reel support shaft supports the rope reel and the cam. A draw-out preventing unit restricts the reel/cam unit from being moved along the reel support shaft. One side of the cam is extended to form a cylindrical extended portion, where the rope reel is fitted to an outer side of the cylindrical extended portion. The cylindrical extended portion is rotatably fitted to an outer side of the reel support shaft.

Abstract: The invention relates to a piston (1), which is comprised of an approximately circular cylindrical upper area (5) and of a lower area (6), having two hubs (7), which are set back toward the piston central axis (8) so that, in the upper area (5), recesses (12, 12?) can be made, which are open toward the lower area (6), in the vicinity of the hubs (7). In order to make relief cuts (13, 13?) in the area between the hubs (7) and the upper area (5), a salt mold part (15) is placed on the respective window insert (14). The salt mold part (15) serves to produce the recesses (12, 12?) as well as the relief cuts (13, 13?) when casting the piston (1) and is washed out after the piston (1) has been cast.

Abstract: An approximate straight-line mechanism that is connected to the connecting portion connecting the piston and the connecting rod regulates the movement of the connecting portion such that it moves in an approximately straight line along the axial center line of the cylinder. In one aspect, the engaging ends of multiple nearly-straight links, as well as the engaging end of the nearly-straight link that engages with the connecting portion connecting the piston and the connecting rod, constitute a single-side-support construction that enables the nearly-straight links to be rotatably connected while engaging from a prescribed direction.

Abstract: An obstruction is employed in a combustion chamber of an internal combustion engine. The obstruction is located within the chamber to generate turbulence and break-up or disrupt the soot rich zone within a directly injected quantity of fuel that is burning. More specifically, a ring disrupts fuel jets directly injected into the combustion chamber that impact on or are influence by the ring. The ring can be suspended from the piston or from the fire deck. Post-type obstructions help generate turbulence and are also targeted at disrupting the soot rich zone of the burning fuel jets. A method involves disrupting the soot rich zone or reducing soot generated within the combustion chamber and increasing burn rate by impacting the fuel jets on an obstruction within the chamber.

Abstract: A method for optimizing the operating and combustion processes of a diesel engine with common rail injection and a turbocharger includes injecting fuel into each combustion chamber of the diesel engine by a main injection and a post-injection which follows the main injection and controlling a start time and a quantity of the post-injection as a function of an end of the main injection and as a function of operating parameters of the diesel engine using an electronic engine control unit and an input-output map stored in the electronic engine control unit. The post-injection is initiated at a point 30–180° of rotation of a crankshaft of the diesel engine after the end of the main injection, and the quantity of the post-injection is adjusted to 20–30% of a quantity of the main injection.

Abstract: A method of operating an engine having a hotter and colder airstreams separately controlled to a cylinder is provided. The method controls valve timing during a transition in operating modes to provide improved operation.

Abstract: A process for controlling the performance of a homogeneous charge compression (HCCI) engine in a vehicle having a hydrocarbon fuel reservoir which process is provided. The octane or cetane number of hydrocarbon fuel being supplied to the HCCI engine is adjusted by: (a) converting a portion of hydrocarbon fuel from the hydrocarbon fuel reservoir to synthesis gas; (b) converting synthesis gas produced in step (a) to a mixture of hydrocarbons having an octane number less than or a cetane number higher than that of the hydrocarbon fuel of the hydrocarbon fuel reservoir using a Fischer Tropsch process; (c) delivering (i) a portion of hydrocarbon fuel from the hydrocarbon fuel reservoir and (ii) a portion of the mixture of hydrocarbons produced in step (b) to the HCCI engine; and (d) varying the amounts of (i) and (ii) in step (c) in order to adjust the octane or cetane number of the hydrocarbon fuel being supplied to the HCCI engine. Apparatus suitable for carrying out this process is also disclosed.

Abstract: A throttle valve assembly is held within a passageway in a throttle body. The assembly includes a plate and a pivot shaft. The plate includes a contoured front surface, a contoured back surface, and a mounting receptacle. The mounting receptacle forms smooth bulges at the sides of the plate. The front and back surfaces are smoothly contoured to the bulges. The pivot shaft extends through the mounting receptacle and engages with the throttle body. A method of making a series of throttle bodies includes molding multiple like bodies having first and second passageway portions. The first portions are sized to receive butterfly valves of a standard size. The second portions, positioned downstream from the first portions, have cross sectional openings equal to or smaller than the first portions. The second portions are machined or molded to various sizes adapted to flow fluid into the in-take ports of various size engines.

Abstract: A valve characteristic estimation device applied to an internal combustion engine provided with a valve characteristic adjustment mechanism for varying a valve characteristic including at least one of a valve open period and a lift amount of an intake valve. The estimation device detects intake air amount and intake air pressure of the engine, and calculates an estimated value for the valve characteristic based on the detected values of the intake air amount and the intake air pressure. Accordingly, the valve characteristic of the intake valve is accurately estimated.

Abstract: A method and system to improve fuel economy of an engine on a vehicle is offered. An electronic throttle control device is commanded to a wide open throttle position during vehicle coast down, thus improving engine breathing and reducing pumping losses, and improving engine efficiency. This includes monitoring operator inputs to: an accelerator device, a braking device, and a cruise control device, and, monitoring throttle position control input from the electronic controller to the electronically controlled throttle mechanism. The electronically controlled throttle mechanism is commanded to a substantially wide-open throttle condition only when the monitored operator inputs to the accelerator device, the braking device, and the cruise control device are each at a null position. A further limitation on the wide-open throttle command includes monitoring other inputs from the electronic controller to the throttle mechanism.

Abstract: A carburetor throttle valve actuation assembly for a combustion engine is readily adapted for use as a remote control actuator, a local control throttle actuator, or both together providing an optional choice for the end user. The carburetor has a throttle valve having a shaft journaled to a body for movement about a rotation axis. A slave lever connects rigidly to a distal end of the shaft projecting outward from the body. A connection spaced radially outward from the axis engages the slave lever to a radially projecting swivel member of a local, manually operated, throttle valve actuation assembly. The swivel member rotates in unison with the slave lever about the axis, is spaced axially outward from the shaft and is journaled to a bracket engaged rigidly to the body. Preferably, the connection has a hole in the slave lever. If the remote throttle control actuator is used, a Bowden wire engages to a pin projecting axially outward from the slave lever at the hole.

Abstract: A method of operating an internal combustion engine having a combustion chamber with a piston, comprising of adjusting an operating parameter of the engine so that a mixture of air and fuel in the combustion chamber approaches, but does not achieve, an autoignition temperature, and performing a spark from the spark plug so that said second mixture combusts; adjusting a timing of said spark from the spark plug; and adjusting an operating parameter to increase a correlation between said adjusted spark timing and timing of said combustion.

Abstract: This feature of the present invention comprises a system and method of controlling exhaust gas recirculation (EGR) based on a measure combustion stability measure. The combustion stability measure is obtained by determining the integration duration of the engine ionization signal, i.e., the crank angle at which the integral of the ionization signal reaches a specified percentage of its total. The present invention uses the integration duration to control the maximum EGR rate of the engine in a closed loop while maintaining the combustion stability of an internal combustion engine.

Abstract: An engine ECU executes a program including the steps of: detecting a fuel pressure in a high-pressure fuel system (S130) if a lock-up clutch is not in a released state (NO at S100) and if a tip end temperature of an in-cylinder injector is equal to or lower than a temperature threshold value (NO at S120); calculating fuel pressure lowering ?P as a result of fuel injection from the in-cylinder injector (S140); calculating fuel shortage amount ?Q corresponding to fuel pressure lowering shortage (S170) if ?P is smaller than a fuel pressure threshold (YES at S150); and injecting fuel from an intake manifold injector in an amount obtained by adding ?Q to an amount of fuel injection from the intake manifold injector of a cylinder (S180).

Abstract: A fuel manifold for the direct injection of fuel into an internal combustion engine comprising a head provided with a number of cylinders, a number of injectors, each of which is connected to the fuel manifold and is adapted directly to inject the fuel into a respective cylinder, and an intake manifold, which is connected to the head in order to supply fresh air to the cylinders, the fuel manifold being formed by a single monolithic body which is made from thixotropic aluminum by means of a pressure die casting process and comprises a supply duct adapted to distribute the fuel to the injectors, and a flange disposed laterally to the supply duct, the flange being adapted to be secured by a plurality of screws to the head of the engine and comprising a number of coupling members each of which is adapted to bring a respective cylinder into communication with the intake manifold.

Abstract: A high pressure fuel injection tube includes a connection head with a seat face in a spherical shape. A ring-like flange is spaced from the seat face in an axial direction. A conical portion is formed in the interval between the ring-like flange and the seat face. An undercut bent recess groove with a ring-like shape and a deep depth is formed on the conical portion. Thus, a shallow smooth ring-like recess groove is formed on an inner side of the connection head, and a compressive residual stress is present at an inner peripheral face of the ring-like groove.

Abstract: The invention relates to a method for producing a fuel accumulator line and a fuel accumulator line comprising prestressed connection pieces. The connection pieces are mounted onto the fuel accumulator line with a prestress, by crimping, or by a temporal expansion and/or a temporal contraction of the fuel accumulator line. The connection pieces connect a line to the fuel accumulator line. The prestressing of the connection pieces allows pressure to be exerted on the fuel accumulator line, thus increasing the compressive strength.

Abstract: In a mounting structure for mounting an injector to an internal combustion engine, a fixing member is inserted into a hole of a cylinder head in an axial direction. Thus, the injector is fixed between the fixing member and the cylinder head. A connector portion of the fixing member is inserted into the hole of the cylinder head together with the fixing member. Therefore, the connector portion of the fixing member can be easily connected with a connector portion of the injector even if the hole of the cylinder head is deep. A first socket provided on an end of the connector portion of the fixing member opposite from the injector is disposed outside the cylinder head. Therefore, the injector can be easily connected with a power source.

Abstract: An axial length of the fuel pump is reduced, and the fuel pump is miniaturized, without reducing pumping performance. A space G is formed between coils 19 and the shaft 7 at the upper side of the core 11, and the lower portion of the commutator 8 is inserted into the space G. As a result, a length B of the commutator 8 and an upwardly projecting length C of the coils 19 can be caused to overlap. Alternatively, a space H is formed between coils 19 and the shaft 7 at the lower side of the core 11, and upper portion of the bearing 10 is inserted into the space H. As a result, a length F of the lower bearing and a downwardly projecting length E of the coils 19 can be caused to overlap. This overlapping allows the distance between the bearings of the shaft to be reduced.

Abstract: A fuel system for a vehicle having a generator includes a fuel reservoir which taps into the main fuel tank. A solenoid pump pumps fuel from the main fuel tank to the reservoir which in turn feeds fuel to the generator. A fuel shut-off valve is provided in the reservoir to prevent overfilling of the reservoir without the need for a fuel level sensor or pump control electronics. The valve is operable to close upon the fuel level reaching the closing height of the valve. Closing of the valve causes the pump to idle, thus stopping the flow of fuel into the reservoir. Fuel is still allowed to flow from the reservoir to the generator, thus allowing uninterrupted running of the generator. When the fuel level in the reservoir dips below the closing height of the valve, the valve opens and the pump again starts pumping fuel into the reservoir.

Abstract: A hydrocarbon adsorber system in accordance with the invention comprising a carbon adsorber element installed in a throttle body of an internal combustion engine. The element may be installed on a wall or in a groove in the wall of the throttle throat at a location immediately upstream (outside) the throttle blade in the air flow direction, and/or an element may be installed on the downstream surface of the throttle blade itself. When an engine is shut down, the engine throttle normally remains slightly open. Any hydrocarbon emissions must pass through this slight opening, and applying carbon adsorbers to these locations takes advantage of proximity to such an opening, as any hydrocarbon emissions must pass close by the carbon adsorbers and thus have a much-increased probability of being adsorbed, in comparison with prior art more general carbon adsorption sites.

Abstract: A compact venting valve for the fuel tank of a motor vehicle comprises a valve housing with at least one switchable element for providing at least two switching positions and with at least three connections, a first connection to the fuel tank or to a fuel vapor filter connected downstream thereof, a second connection to a filling pipe of a fuel tank and a third connection to atmosphere. The valve housing includes at least one first filter chamber enclosing a second fuel vapor filter, wherein a first switching position provides for operational venting of the fuel tank in which a flow path between the first and second connections is enabled and a second switching position provides for refuelling venting of the fuel tank in which a flow path between the first and second connections is enabled with the second fuel vapor filter being bypassed.

Abstract: A fuel tank assembly for small engines having a vapor storage canister disposed within the tank in the vapor dome with an atmospheric vent line to the canister through the tank wall and a canister vapor outlet line also through the tank wall. A fuel vapor vent valve is disposed in the vapor dome of the tank with the vent valve outlet connected to the canister inlet. A fuel filler tube extends through the tank wall to a desired depth to prevent vapor from escaping through the filler tube when the fuel level rises to the lower end of the filler tube and alerts the operator by rapid rise of fuel in the filler tube.

Abstract: A canister, a cut valve which closes a fresh air intake of the canister, and a pressure sensor which detects a pressure in a fuel vapor path shut off by closing a purge control valve and the cut valve are disposed at the inside of a fuel tank, and a fuel supply control unit which controls the cut valve and the purge control valve, and which carries out a leak diagnosis on the basis of a detected result of the pressure sensor is disposed at the inside of the fuel tank.

Abstract: A system for an internal combustion engine, the engine having an intake and exhaust manifold, the system comprising a heat exchanger configured to extract energy from at least a heat source that heats a first portion of intake air, a spark plug coupled to the engine, an intake passage configured to deliver said first portion of heated intake air to the engine and to deliver a second portion of intake air which bypasses said heat source, and a controller configured to direct said second portion of intake air to the engine at least when utilizing said spark plug to initiate combustion and flame propagation of an air-fuel mixture, and to at least temporarily cause said first portion of intake air to flow during said spark ignition combustion so that a temperature of said first portion of intake air is maintained above a selected value.

Abstract: Mechanical systems having anti-stick mediums applied thereto are provided. In one aspect, exhaust gas recirculation (EGR) valve systems having anti-stick mediums applied thereto are also provided. The anti-stick medium can be applied to any contacting surface, such as but not limited to the valve surface and/or the valve seat surface. The anti-stick medium is intended to prevent the valve surface and the valve seat surface sticking or bonding together, especially with respect to the operation of cooled or cold side EGR systems. If any materials should stick to the anti-stick medium, a portion of the anti-stick medium will break away from the surface, allowing the surface and/or component to function normally. The anti-stick medium can include, without limitation, boron nitride coatings, boron nitride aerosols, boron nitride greases, thin dense chrome platings, perfluoroalkoxy, and combinations thereof.

Abstract: An adjustable two-way valve device is described that is embodied as a rotary valve. According to the invention the use of the rotary valve as a two-way valve is achieved by the skillful arrangement of passage openings of a valve plate with respect to control openings of a valve element. Thus it is possible to control mass or mixed flows independently of or dependent on one another with only one valve element. In particular a use in the field of exhaust gas recirculation with a bypass line and an exhaust gas cooler is advantageous, since mixed flows and thus temperatures can be run.