Abstract: A combustion system comprises a supercharger with an operating range from an idled condition up to a maximum rotations per minute (RPM) of its drive shaft. An engine in the system has an engine operating range from an idled condition up to a maximum RPM of its crank shaft, the engine having at least one airflow demand for each RPM in the engine operating range for providing peak torque output. A continuously variable transmission (CVT) is connected to the drive shaft for transmitting a variable amount of rotational energy to operate the supercharger. The control system controls the transmitting of the CVT based on the at least one airflow demand for each RPM in the engine operating range such that the supercharger variably pumps air across the operating range as the engine operates across the engine operating range.

Abstract: A device includes: actual-intake-pipe-pressure detection unit (11); estimated-intake-pipe-pressure detection unit (12) for calculating an estimated intake pipe pressure based on a rotation speed of the engine and an opening degree of a throttle valve; pressure difference calculation unit (13) for calculating a pressure difference between the actual and estimated intake pipe pressures; pressure difference integration unit (14) for integrating the pressure difference with respect to time; pumping brake detection unit (15) for determining that a pumping brake operation is performed when a integral value is equal to or more than a first determination value; and throttle valve control unit (16) for carrying out control for the pumping brake during the pumping brake operation based on a result of the determination by the pumping brake detection unit (15), and carrying out ordinary control otherwise.

Abstract: A control system for a vehicle includes a CPU, a throttle sensor, a shift actuator, and fuel injectors. When the CPU detects a control failure of the throttle valve with a value detected by the throttle sensor, the CPU adjusts the output of the engine by controlling the fuel injectors such that the motorcycle runs with a previously set negative target acceleration. Also, the CPU controls the shift actuator such that the transmission is shifted down in steps as the speed of the motorcycle decreases.

Abstract: An engine includes a throttling device configured for both mechanical and electrical control. For example, the throttling device can include a throttle cable connection assembly configured to allow a throttle valve shaft of the throttling device to be controlled by movement of throttle cables and an electronic control section configured to allow the throttle valve to be moved by an electronic actuator. The throttling device can include a connector member configured to selectively engage and disengage the mechanical control section from the throttle valve shaft so as to allow the electrical control section to adjust the throttle valve shaft without resistance from the mechanical control section. The engine can also include a switch for indicating to an electronic controller whether or not the mechanical control section is engaged with a throttle valve shaft.

Abstract: An ECU 2 performs ON/OFF judgments on an ignition switch. When the ignition switch is OFF, a judgment is made whether or not voltage learning for a fully opened position of a throttle valve 34 is complete. If complete, an electric power for a DC motor 31 is cutoff. A TPS output voltage value is read in, and a judgment is made whether or not a given period of time has elapsed. If the given period of time has elapsed, and if a throttle position sensor output voltage value VTPS is equal to or greater than a given value, then a judgment is made that there is a return spring 35 breakage failure. Breakage to the return spring 35 can thus be reliably detected.

Abstract: A device for controlling the speed of an internal combustion engine in a working tool including a device for recognizing a special operating state of the working tool. By way of example, a special operating state can be taken to mean the start-up of the internal combustion engine or a danger that can occur when the user lets go of said working tool or the tool tips over. An adjustment device adjusts the engine speed of the internal combustion engine to a safety speed that is below the operating speed of the internal combustion engine when the special operating state is recognized.

Abstract: A brake booster is actuated based on negative pressure in an intake passage. When an engine is operating in the stratified charge combustion, an ECU decreases the throttle opening size to lower the pressure in the intake passage if the pressure in the brake booster, or a booster working pressure, is higher than a demanded value. When the booster working pressure is lower than the demanded value, the ECU increases the throttle opening size as the difference between the booster working pressure and the demanded value increases. Therefore, when the difference between the booster working pressure and the demanded value is small, the booster working pressure is rapidly lowered if the booster working pressure increases above the demanded value. When the difference between the booster working pressure and the demanded value is great, the pumping loss of the engine is decreased.

Abstract: An improved apparatus for controlling fuel injection in an internal combustion engine is disclosed. The engine performs stratified charge combustion. A throttle valve causes negative pressure to be produced in the intake duct. A brake booster is operated by the negative pressure in the intake duct to increase the braking force. When the value of the negative pressure applied to the brake booster is inadequate, an ECU decreases the opening of the throttle valve to increase the negative pressure in the intake duct. The ECU controls the injection valve to increase amount of fuel injected from the injection valve in accordance with the decrease of the opening of the throttle valve for maintaining the engine speed.

Abstract: A linear link is provided which comprises an inner and an outer telescopically movable pair of members in which a catch arrangement is operative between formations on the two members to selectively lock them in one particular telescopic position, or to allow them to move telescopically, thereby providing for a limited and optionally adjustable degree of lost motion between the ends of the linear link. A co-axial solenoid carried by the outer member controls the catch arrangement to provide selectively for rendering it operative or not according to whether or not the solenoid is energised. The linear link may be lockable in either its maximum or minimum degree of telescopic extension.

Abstract: An override speed control mechanism for an internal combustion engine. The override speed control system comprises a speed control lever that is movable by an operator within an actuation range having a lower control limit and an upper control limit. A throttle control mechanism is connectable to the carburetor to actuate the throttle plate of the carburetor. A coupling lever is detachably coupled to the speed control lever and the throttle control mechanism. The throttle control mechanism is caused to move through its entire operating range in response to movement of the speed control lever through a predetermined partial portion of its actuation range. The effective range of the speed control lever corresponds to the operating range of the throttle control mechanism, and movement of the speed control lever between the lower override limit and the lower control limit, and between the upper override limit and the upper control limit is ineffective to further move the throttle control mechanism.

Abstract: A throttle stop assembly for an internal combustion engine is provided to return the throttle shaft to an idle position from a full throttle position in the event a loose throttle level mounting bolt occurs. The throttle stop assembly is designed to for the throttle shaft stop element from the full throttle position to the idle position if the throttle lever mounting bolt assembly fails, thereby preventing the engine from continuing to run in an advanced throttle condition. The stop assembly of the present invention includes a spring-biased piston contained within a threaded, hollow shaft. The spring biased piston has no effect on throttle shaft position except when the normal throttle shaft operating system fails in which case the spring biased piston will cause the throttle shaft to return to its idle position.

Abstract: Automatic control and fuel saving means for internal combustion engines, comprising: at least one centrifugal speed sensor having at least one pair of flyweights, which flyweights are disposed in the guide tracks on a holder, the said guide tracks are such orientated that the components of the centrifugal forces of the flyweights in the guide track directions substantially match the elastic forces of the spring exerting on the flyweights; a mode shifting device connected to the said speed sensor and to the manual operating mechanisms, the said mode shifting device alternately puts the engine into the automatic control mode by the said speed sensor or into the manual control mode.

Abstract: A safety air supply for use in combination with pneumatic shutdown systems of the type connected to an existing air supply source and cooperative through electromechanical control means with the fuel injectors of Diesel engines for moving the fuel injectors between operative an inoperative positions. The safety device comprises an enclosed air reservoir tank connected between the air supply source and the air cylinder of the shutdown system by heavy duty armored conduit. A tee fitting is sealed in the top wall of the tank and a one-way check valve secured in the top of the tee fitting allows air to enter the tank from the existing source up to a predetermined pressure and thereafter closes to contain a supply of air within the tank independent from the existing source. The outlet of the tee fitting is connected to the inlet of the existing pneumatic shutdown system.

Abstract: A fluid device for vehicle fuel consumption enhancement including a body defining a compressible chamber therein the body is connected to the throttle linkage to be compressed responsive to movement of the vehicle throttle in the acceleration direction, the chamber housing a fluid therein which is adapted to be expelled through a fluid bleed orifice upon compression of the chamber to control the force of movement of the vehicle throttle, the bleed being preferably variable to control the speed of movement of the vehicle throttle, the device further including a fluid return providing a means for the return of the expelled fluid back into the chamber upon the deceleration of the vehicle throttle and further including a safety valve positioned in fluid flow communication with the chamber and adapted to allow instantaneous expelling of substantially all of the fluid from the chamber responsive to a predetermined large amount of force being exerted against the vehicle throttle and thereby against the compressible