Abstract: Methods and systems are provided for a fuel system. In one example, a method includes flowing fuel tank vapors to a catalyst during a fuel tank depressurization in response to a refueling request. The method further includes executing an engine vapor flush following a refueling event being completed.

Abstract: There is disclosed a method of operating an engine assembly including a combustion engine and a common-rail injector. The method includes: injecting fuel into a combustion chamber of the combustion engine via the common-rail injector thereby generating a backflow of fuel; and powering an actuator using at least a portion of the backflow of fuel. An engine assembly including the combustion engine is disclosed; the engine assembly having a fuel circuit fluidly connecting a fuel source, the common-rail injector, and the second injector outlet together. The fuel circuit has an actuator sub-circuit operatively connected to an outlet of the common-rail injector and an actuator fluidly connected to the actuator sub-circuit.

Abstract: A shovel includes a lower-part traveling body, an upper-part turning body mounted on the lower-part traveling body, a hydraulic actuator mounted on the upper-part turning body, an internal combustion engine disposed in the upper-part turning body, provided with a supercharger, and configured to be controlled at a constant rotational speed, a hydraulic pump connected to the internal combustion engine, and a controller configured to control horsepower absorbed by the hydraulic pump. The controller is configured to increase a load on the internal combustion engine with the hydraulic pump before a load on the hydraulic actuator increases.

Abstract: A supercharged internal combustion engine includes an intake tract and a throttle element. Between the compressor and the throttle element, the intake tract is gas-conductively connected on the low-pressure side to a first line and on the high-pressure side to a second line via an overrun air recirculation valve. A fuel tank having an activated carbon filter is provided for supplying fuel to the internal combustion engine, the fuel tank being gas-conductively connected via a valve to a tank venting valve. Between the compressor and the throttle element, the intake tract is gas-conductively connected on the low-pressure side to a third line and on the high-pressure side to a fourth line via the tank venting valve. The overrun air recirculation valve and the tank venting valve are arranged in parallel in terms of flow and the first and third lines and the second and fourth lines are, at least in sections, the same lines.

Abstract: A method controls an internal combustion engine that has a drive output shaft connected to an input shaft of a transmission. The internal combustion engine, the transmission and a drive wheel are encompassed by a drivetrain for the drive of a motor vehicle. The method includes determining a rotational acceleration of the input shaft and determining an input torque at the input shaft of the transmission based on a product of the rotational acceleration and a speed reduction ratio-dependent moment of inertia of the drivetrain in a section between the input shaft and the drive wheel. A combustion torque of the internal combustion engine is controlled such that the input torque adheres to a predetermined maximum input torque at the input shaft of the transmission.

Abstract: The present invention relates to a method and a system for adaptation of a vehicle's performance. This system comprises a receiving device arranged to receive a request that a driver of the vehicle wishes to use a temporary performance mode. The system also comprises a first initiation device arranged to initiate a use of a preparation mode based on the driver's request, where the vehicle, during such preparation mode, prepares the vehicle to use an increased fraction of the power, generated by the engine in the vehicle, for the propulsion of the vehicle. The system also comprises a second initiation device arranged to initiate a use of the temporary performance mode, wherein such temporary performance mode uses the increased fraction of the power generated, released by the preparation mode, to provide a temporary performance boost for at least one feature relating to the propulsion of the vehicle.

Abstract: A shovel includes a boom cylinder that drives a boom and an arm cylinder that drives an arm. A hydraulic pump supplies operating oil to the boom cylinder and the arm cylinder. An engine is connected to the hydraulic pump and equipped with a supercharger. The engine is controlled to maintain a revolution speed within a certain definite range. A controller controls a rotating speed of the supercharger. The controller performs a process of increasing the rotating speed of the supercharger so as to increase a supercharging pressure generated by the supercharger before a hydraulic load is applied to the engine.

Abstract: A shovel includes an internal combustion engine, a hydraulic pump connected to the internal-combustion engine, a generator connected to the internal-combustion engine, and a control part that controls the generator. The control part increases an electric generation load of the generator before a hydraulic load of the hydraulic pump increases.

Abstract: Systems and methods are provided for controlling a purging operation of a fuel vapor canister in a boosted engine. One method comprises purging stored fuel vapors from the fuel vapor canister to an inlet of the compressor via an ejector while bypassing a canister purge valve, the ejector being fluidically coupled to the fuel vapor canister by a distinct passage coupled upstream of the canister purge valve, where motive flow through the ejector may be regulated by a shut-off valve. The shut-off valve may be adjusted based on whether or not the engine is boosted.

Abstract: An engine in which a fluctuation in the amount of fuel injection is reduced in the entire operating tolerance of the engine. The engine (1) has an engine body (5) provided with a turbocharger (7), an engine speed sensor (21), a turbo sensor (22), a boost sensor (23), and an ECU (20) for correcting the amount of fuel injection. A control means recognizes an engine speed, a supercharging pressure, a supercharger speed, a fuel injection amount and corrects the fuel injection amount.

Abstract: A method device for controlling a suction pressure of an internal combustion engine, particularly a diesel engine having an exhaust gas turbocharger. The compressor is connected to a suction line of the internal combustion engine via an actuating section having an actuating element for changing a cross-section of the actuating section. In the first step, the current suction pressure in the suction line of the internal combustion engine is determined. A compressor pressure of the compressor is determined by pressure sensors and compared to the suction pressure. Values corresponding to current operating data of the internal combustion engine are identified and an actuation signal is generated using a controller, based on the comparison; and changing the cross-section of the actuating section is adjusted by adjusting the actuating element using the actuating signals.

Abstract: A supercharger with an electric motor includes, a turbine impeller rotationally driven by an exhaust gas, a compressor impeller rotationally driven by rotation of the turbine impeller, a compressor housing accommodating the compressor impeller, a turbine housing accommodating the turbine impeller, a shaft coupling the turbine impeller and the compressor impeller, a bearing housing rotatably supporting the shaft, an electric motor accommodated in an inside of the bearing housing for assisting rotation of the turbine impeller, and a power supply line extending from an inside to an outside of the bearing housing. The power supply line has one end portion connected to the electric motor, and the other end portion connected to a connector that receives electric power. The connector is installed at a position that is away from a side of the turbine impeller, and is less affected by heat of the exhaust gas.

Abstract: There is provided a supercharger controller module of a supercharger system for use in conjunction with a vehicle computer system of a vehicle engine including a microprocessor in communication with the vehicle computer system. The supercharger controller module may be configured to control a fuel system transducer of the supercharger system. The supercharger controller module may also be configured to control a vacuum system transducer of the supercharger system. The supercharger controller module may be further configured to receive instructions from a user through a remote controller panel. The microprocessor is configured to receive and modify at least one signal from the vehicle computer system, where the at least one signal controls at least one operating parameter of the vehicle engine. The microprocessor may be configured to modify a mass air flow sensor signal. The microprocessor may be further configured to control a pump of the supercharger system.

Abstract: A fuel injection timing control system for diesel engines operating at high altitude, including a sensor for a parameter of the engine intake air, such as engine intake air pressure or turbocharger speed. This sensor communicates with a barometric pressure timing controller, and a throttle position sensor communicates with the barometric pressure timing controller. Nominal values of the engine intake air parameter at various throttle notch settings and various engine performance parameters are stored in a table, for a nominal barometric pressure. The barometric pressure timing controller determines the instantaneous barometric pressure by adjusting the nominal barometric pressure based on the difference between the instantaneous value for the engine intake air parameter and the nominal value for the engine intake air parameter, at the known throttle notch setting and the known engine performance parameters.

Abstract: A fuel injection timing control system for diesel engines operating at high altitude, including a sensor for a parameter of the engine intake air, such as engine intake air pressure or turbocharger speed. This sensor communicates with a barometric pressure timing controller, and a throttle position sensor communicates with the barometric pressure timing controller. Nominal values of the engine intake air parameter at various throttle notch settings and various engine performance parameters are stored in a table, for a nominal barometric pressure. The barometric pressure timing controller determines the instantaneous barometric pressure by adjusting the nominal barometric pressure based on the difference between the instantaneous value for the engine intake air parameter and the nominal value for the engine intake air parameter, at the known throttle notch setting and the known engine performance parameters.

Abstract: In an engine with a supercharger, there is provided an evaporated fuel processing apparatus for collecting vapor generated in a fuel tank into a canister and purging the collected vapor into an intake passage. The supercharger includes a compressor. The evaporated fuel processing apparatus comprises a purge passage through which the vapor is purged from the canister into the intake passage upstream of the compressor, a second purge passage through which the vapor is purged from the canister into a surge tank, two electromagnetic valves which are operated to open and close the two purge passage, various sensors which detect an operating condition of the engine, and an electronic control unit (ECU) which controls the electromagnetic valves respectively on the basis of values detected by the sensors.

Abstract: In a mechanical fuel pump control device for a diesel engine, air at intake manifold pressure is fed to an actuator that is used to control the amount of fuel being injected into the engine cylinders. The mechanism is designed such that an increase in air pressure reduces fuelling and a decrease in air pressure increases fuelling. By this means the engine's (rotational) speed is held substantially constant at a predetermined value, the variation in (rotational) speed with increasing load (speed droop) being controllable within the design by altering the effective rate of fuel increase for given pressure decrease.

Abstract: In a mechanical fuel pump control device for a diesel engine, air at intake manifold pressure is fed to an actuator that is used to control the amount of fuel being injected into the engine cylinders. The mechanism is designed such that an increase in air pressure reduces fuelling and a decrease in air pressure increases fuelling. By this means the engine's (rotational) speed is held substantially constant at a predetermined value, the variation in (rotational) speed with increasing load (speed droop) being controllable within the design by altering the effective rate of fuel increase for given pressure decrease.

Abstract: A control mechanism functions as a dual stage controller that is alternately and independently responsive to engine oil pressure and intake manifold pressure to adjust fuel delivery by one or more unit pumps. Engine oil pressure is delivered as a control input to one end of a piston bore. Manifold air pressure acts on a diaphragm to deliver another control input which acts on a control piston disposed for reciprocation in the bore. The diaphragm and associated control rod are axially opposed to the end of the bore to which engine oil pressure is delivered. During engine start up, oil pressure is low and a spring bias moves the control piston in a direction to increase fuel delivery. During start up, the control piston position is dependent upon engine oil pressure independent of manifold air pressure. After start up, the control piston position is a function of manifold air pressure independent from engine oil pressure.

Abstract: A method and system for reliably and cost effectively operating a turbocharged diesel engine by injecting propane in gaseous form from a vehicle mounted tank into the engine by the use of a fuel pressure regulator valve responsive to the boost pressure of the engine turbocharger to adjust fuel flow correspondingly. A safety switching arrangement requires manual reactivation of the system each time the engine is restarted.

Abstract: The present invention is an apparatus for controlling the amount of fuel delivered to an engine during operation at cold and warm temperatures using different sets of fuel rate maps designed to compensate fuel quantity signals to optimize engine performance. A switching mechanism based on engine coolant temperature is used to select which set of maps to use. When the engine coolant temperature is below a threshold level, a cold torque map provides a signal representing the duration limit of time that fuel is to be injected. A compensating factor derived from a cold temperature smoke map is used to adjust the cold torque map signal to limit the fuel amount to prevent excess smoke. When the engine coolant temperature is above the threshold, a fuel duration limit signal from a standard temperature torque map is compared to a fuel duration limit signal from a standard temperature smoke map, and the minimum between the two signals is selected for output to the fuel injectors.

Abstract: A three-way valve is mounted in the middle of a bypass passage bypassing the upstream and downstream of a compressor, and a purge passage is connected to the three-way valve. When the negative throttle pressure is equal to or above a predetermined value (close to vacuum), the recirculation of the supercharged pressure is performed through the bypass passage. On the other hand, when the negative throttle pressure is below the predetermined value, the purging of the canister is performed on the upstream side of the compressor through the bypass passage.

Abstract: A method is provided for improving the loading behavior of an internal combustion engine that is supercharged by an exhaust turbocharger and is operated in an essentially steady-state mode, in which system-related sags in rpm when a load is applied the entire performance potential of the motor can be exploited by a temporary cutting in of a dynamic load- and motor-operation-adjusted variable regulation of the beginning of delivery. By regulating the beginning of delivery, the indicated average pressure is increased while exhausting the stated mechanical load limits, while the boost pressure buildup, which otherwise is delayed disadvantageously and is necessarily produced in Diesel engines supercharged with exhaust turbochargers by the limited acceleration capability of the turbocharger, can be used to increase performance by influencing the combustion process, said influence being regulated by the beginning of delivery.

Abstract: Large work vehicles include hydraulic implement control systems having an hydraulic pump being driven by an internal combustion engine. The subject invention provides a method and apparatus for controlling such an hydraulic system to control engine lug while the hydraulic system is operating. The apparatus includes one or more sensors for producing parameter signals in response to the level of one or more hydraulic system operating parameters. A control receives the parameter signals and responsively produces a supplemental control signal which is used to control engine lug.

Abstract: An engine control is provided for compensating the fuel delivery to an internal combustion engine as a function of the energy content of the fuel. The engine control includes a fuel temperature sensor connected to an electronic controller. A memory device including a standard fuel delivery map stored therein is connected to the electronic controller. The electronic controller calculates a compensated fuel delivery map as a function of the standard fuel delivery map and the fuel temperature, and the controller issues a fuel delivery command based on the compensated fuel delivery map.

Abstract: An aneroid boost modulator briefly restricts mass air flow from a turbocharged diesel engine intake manifold to a fuel injection pump aneroid control during free engine acceleration to inhibit operation of the aneroid controller until the engine and the turbocharger develop sufficient speed to use the increasing fuel supply efficiently. The modulator eliminates emission of black smoke from the engine during free engine acceleration while having no significant affect on acceleration of the engine under a load as in accelerating a vehicle.

Abstract: A fuel control apparatus of an engine comprises fuel control means for controlling fuel supply means in such a manner that an amount of fuel supplied to the engine corresponds to an intake pressure on the basis of a signal outputted from intake pressure detecting means for detecting the intake pressure of an intake passageway, exhaust resistance changing means for changing an exhaust resistance of an exhaust passageway correspondingly to the operating condition of the engine, and correction means for correcting a supply amount of the fuel to be controlled by the fuel control means when the exhaust resistance of the exhaust passageway is changed by the exhaust resistance changing means.

Abstract: The torque output of a fluidic torque converter that is driven by a supercharged engine and whose output is coupled to the input of a hydraulic automatic transmission is determined and compared with a transmission input torque limit which is a function of the transmission gear. The boost pressure output of the engine supercharger is limited based on this comparison to closed loop limit the torque output of the torque converter at the transmission input torque limit.

Abstract: The supercharge pressure and the pressure differential which develops between the supercharge pressure and the exhaust gas pressure upstream of a turbocharger turbine are monitored. In the event that the supercharge pressure is below a target level which is determined to optimal for the instant set of operating conditions, a first injection reduction amount is calculated. To allow for the effect of very sudden accelerations wherein the pressure differential tends to become large and the charging efficiency of the engine tends to reduce, a second reduction amount is calculated based on the difference between the actual differential and a target value for the instant set of operating conditions. The second reduction amount is also subtracted from the injection volume which is calculated based on the engine speed and a signal which is indicative of the power demand on the engine (the accelerator pedal depression degree).

Abstract: A turbocharger for an internal combustion engine is provided having a turbine section responsive to the engine exhaust gas flow and a compressor section communicating with the engine intake manifold. A pressure responsive adjustable fuel pump is in communication with the engine combustion chambers. A wastegate unit with an adjustable valve disposed within a bypass passageway formed in the turbine section is provided for regulating the diverion of a predetermined amount of exhaust gas flow away from a turbine wheel within the section. The unit valve is biased to assume a closed position with respect to the bypass passageway. A multiport connection having an interior cavity is provided with a first port in pressure communication with the fuel pump; a second port in pressure communication with the intake manifold; and a third port in pressure communication with the wastegate unit.

Abstract: An air fuel control system for an internal combustion engine is disclosed. The control system includes an air pressure responsive device for modulating mechanically the flow of fuel into the engine in response to the pressure of air within the intake manifold. The pressure-responsive device includes first and second chambers, separated by a diaphragm being attached to a piston, with the first chamber which is connected to the intake manifold by an air line. The air fuel control system further includes a fuel metering device for controlling the flow of fuel into the air-fuel control in response to intake manifold air pressure including a barrel and plunger assembly with the barrel inlet port being specifically configured to accommodate both the no-air and transition-curve fuel rail pressures. The barrel profile is designed to meter fuel quickly and precisely in response to changes in manifold air pressure.

Abstract: A governor for injection pumps of diesel internal combustion engines in which the injection amount is controlled by the boost pressure. The governor is mounted directly on the crank casing of the internal combustion engine together with an electromagnet which is energized at startup. The governor and the electromagnet transmit thrust and motion to the control rod of the injection pump through the same lever system. The electromagnet is switched in such a way that it overrides the governor during the engine starting process. The lever system is constructed to produce a nonlinear transmission of the movement of the membrane to the control rod.

Abstract: A method of operating a diesel engine. Diesel fuel is controllably injected into the engine. An engine performance parameter such as turbo-charger boost pressure, fuel pressure in the diesel fuel injector galleries, or air intake manifold pressure, or a combination of such parameters, is monitored. A secondary fuel such as propane is injected into the engine in an amount which varies as a function of the monitored parameter(s).

Abstract: A fuel pumping apparatus for supplying fuel to an engine has a high pressure pump which includes a component movable to determine the maximum amount of fuel which can be supplied to the engine. The component is biased by a spring to a minimum fuel position and to adjust the setting of the component there is provided a three armed lever one arm of which is coupled to the component. The other two arms are coupled to engine operating parameter responsive devices. In the example the device is a piston which is spring loaded and is responsive to the output pressure of a low pressure fuel pump and the device includes a diaphragm which is subjected to the air inlet manifold pressure.

Abstract: A tamper-proof dual spring controlled air fuel control for a compression ignition type internal combustion engine is provided wherein fuel is supplied to the engine cylinders in response to the pressure of the air in the intake manifold. A pair of oppositely biased springs controls the movement of a stem valve in response to intake manifold air pressure exerted on a flexible diaphragm located between the oppositely biased springs. The stem valve includes a plunger within a barrel in the air fuel control housing in the engine fuel pump. The cross-sectional profiles of the plunger and barrel are designed to meter precisely a controlled amount of fuel to the engine fuel supply system as the intake air pressure increases and to reduce this metered flow as the intake air pressure decreases. Two plunger and barrel assembly embodiments having different profiles are provided. A class fit between the barrel and plunger of the present air fuel control wherein the clearance must not exceed 0.000075 to 0.

Abstract: A boost compensator has a valve operative in response to a boost pressure. When the boost pressure is equal to or lower than a setting pressure, the valve intercepts communication between first and second chambers of the boost compensator which are partitioned by a diaphragm. When the boost pressure exceeds the setting pressure, the valve brings the first and second chambers into communication with each other. By the communication, pressure within the second chamber is raised so that the diaphragm and a push rod operatively connected to the diaphragm are moved toward the first chamber. As a result, a control member of a fuel injection pump is caused to be moved in a fuel decreasing direction.

Abstract: A fuel injection pumping apparatus for supplying fuel to a compression ignition engine has an annular cam ring which has internal cam lobes for imparting inward movement through cam followers respectively to pumping plungers mounted in a rotary distributor member. Stop rings are mounted alongside the cam ring to determine the maximum outward movement of the plungers. The stop rings are angularly adjustable to enable the maximum amount of fuel supplied to the engine to be varied. Two adjusting devices are provided the first being a piston which is subject to a fluid pressure varying with speed. The piston is biased by a spring and sets the stop rings to allow an excess of fuel for engine starting purposes and the second is a diaphragm assembly responsive to the air pressure in the engine inlet manifold.

Abstract: A boost compensator for controlling the position of a control rack of a fuel injection pump to supply fuel to an internal combustion engine with a supercharger in response to boost pressure to be applied to the engine. The control rack is moved in a direction increasing an amount of fuel to be supplied to the engine, by angular movement of a main lever in one direction during forward movement of a push rod in response to an increase in the boost pressure from a first to a second set value. As the boost pressure reaches a third set value higher than the second set value, the push rod is brought into engagement with an auxiliary lever biased by a return spring.

Abstract: A pneumatic diaphragm control element for a fuel injection apparatus for internal combustion engines, in particular for supercharged diesel engines, has a thrust rod that is axially displaceable between two end stop counter to the force of a restoring spring, which thrust rod acts upon a control member of the fuel injection apparatus and is connected to a pressure-actuated diaphragm. One end stop determines the position assumed by the thrust rod when there is no pressure and is embodied as a stop screw for the thrust rod. The second end stop defines the position assumed by the thrust rod with maximal pressure being exerted on the diaphragm, and to this end cooperates with a counterpart stop that is adjustably coupled with the thrust rod.

Abstract: A control arrangement for a fuel-injected supercharged internal engine and, in particular, a diesel engine, with the control arrangement including a fuel injection pump. A control unit is provided for adjusting a fuel output of the fuel injection pump in dependence upon the combustion air delivered to the supercharger. To optimize the measurement of combustion air, the control unit is adapted to be influenced by instantaneous operating parameters such as the rotational speed of the internal combustion engine and rotational speed of the supercharger.

Abstract: A method and a device for supplying fuel and air to an internal combustion engine 1, in the case of which fuel is supplied to at least one injection valve 2 and combustion air is supplied to at least one intake pipe 3 provided with a throttle 4. For the purpose of achieving a simple and reliable mode of operation and for the purpose of guaranteeing a reliable supply of fuel and air to the internal combustion engine 1 under all operating conditions, the intake pipe 3 has coercively supplied thereto a predetermined amount of air corresponding to the respective position of the throttle 4 and, simulatenously, the injection valve 2 has coercively supplied thereto an amount of fuel in a fixed predetermined ratio to the amount of air.

Abstract: An improved fuel supply system for a turbocharged diesel engine, of the general type comprising a fuel pump which conveys fuel at an intermediate pressure to a high-pressure distributor which has a fuel-injection timing piston that adjusts the injection timing as a function of the intermediate fuel pressure. The improved system includes a control unit which reduces the pressure applied to the timing piston when the engine is subjected to a demand for increased fueling at low turbocharger boost pressures. This causes the injection timing to be retarded, which in turn increases the exhaust temperature and pressure and, thus, increases the turbocharger boost pressure. After a controlled interval during which boost pressure has risen the desired amount, the control unit allows the pressure applied to the timing piston to rise back to its former value, whereupon the injection timing returns to normal.

Abstract: The present invention provides a two stage fuel pump which is particularly suited for piston aircraft engines. The fuel pump includes a housing having a fuel inlet and a fuel outlet where the fuel inlet is open to a cylindrical swirl chamber formed in the housing. The first pump stage has its inlet open to the inlet chamber and its outlet open to an intermediate chamber formed in the housing. The second pump stage has its inlet open to the intermediate chamber while its outlet is fluidly connected through a fuel control valve to the fuel outlet. A pressure responsive valve is fluidly connected between the intermediate chamber and inlet chamber and recirculates fuel from the intermediate chamber and to the inlet chamber whenever the pressure in the intermediate chamber exceeds a predetermined pressure.

Abstract: A governor mechanism for attachment to an engine fuel supply pump is of the two speed type having a weight mechanism 12 which has an output member which moves in response to speed throughout the speed range of the engine. This output member provides an input signal to a follow up servo mechanism which position a cam 61. The cam surface is engaged by a lever 60 which is utilized to position the maximum fuel stop 50 of the governor mechanism. The effort required to move the control rod 23 is provided by the weight mechanism.

Abstract: A fuel injection system for Diesel internal combustion engines, particularly vehicle Diesel engines, is proposed which has a full-load stop dependent on atmospheric pressure. The position of the full-load stop which adapts the injection quantity to the variable ambient air pressure is derived from an air pressure adjusting member and transmitted onto the full-load stop via a transmission member. A locking mechanism, which locks the transmission device in a plurality of positions counter to the force exerted by the full-load stop, is associated with the transmission member. The transmission member has two disks draggably coupled within a predetermined range, one of which disks is actuated by the air pressure adjusting member and the other of which disks cooperates with the full-load stop. The draggable coupling effects an adjustment of the full-load stop, if the full-load stop is relaxed, so that the air pressure adjusting member need exert no more than a small adjusting force.

Abstract: A mechanical injection pump governor is provided having a first adapting device which acts in the lower speed range up to the full-load characteristic curve of a supercharged diesel engine for adapting the delivery quantity of the injection pump to the fuel requirement of the diesel engine. The adapting device contains a spring-loaded diaphragm which is acted upon by a supercharge and is connected to the control rod of the injection pump. The lift of the diaphragm, when supercharge pressure is applied, is limited by a full load stop which determines the adapting end point. To improve the torque profile of the diesel engine, a second adapting device is provided which adjusts the full load stop. By means of this second adapting device, the full load stop can be displaced against an additional spring force when supercharge pressure is progressively applied so that the delivery quantity of the injection pump increases between the adapting end point and the rated speed of the diesel engine.

Abstract: The subject air-fuel ratio control system for an engine includes a fluid-powered broken-link mechanism which is operatively linked between an air-fuel ratio control device and a fuel quantity control member, such as a fuel injection pump rack. During startup of the engine, the mechanism disables the device to permit excess fuel delivery. The device is automatically activated after engine startup by the mechanism solely in combined response to the existence of engine oil pressure and a governor moving the fuel quantity control member from an excess fuel delivery position to a predetermined position referred to as an air-fuel ratio control setting. This construction minimizes the duration and quantity of any smoke produced during engine startup, simplifies the cost and construction of the air-fuel ratio control device, and permits relatively easy adjustment of the air-fuel ratio control setting.

Abstract: A fuel pressure control system has a fuel pressure regulator having a reference chamber and a fuel chamber separated by a diaphragm which opens and close a fuel return passage in accordance with a pressure difference between both chambers. There are provided an accumulator for containing an air pressurized by a supercharger, and a temperature sensor for sensing a temperature of the fuel. A control unit normally puts a three-way electromagnetic fuel pressure control valve in a first position to introduce an intake manifold vacuum into the reference chamber. When the temperature sensed by the temperature sensor is higher than a predetermined value, the control unit puts the valve in a second position to introduce a high pressure air in the accumulator into the reference chamber to prevent vapor lock by increasing the fuel pressure.

Abstract: A fuel injection pump according to the present invention is provided with a spill passage and an escape passage which are connected to a pump chamber. Disposed in the middle of the spill passage is a solenoid valve, which is adapted to open the spill passage to spill fuel in the pump chamber to the low-pressure side at predetermined times while the fuel in the pump chamber is pressurized by a pump plunger, thereby adjusting the delivery of compressed fuel from the fuel injection pump. The escape passage is formed in the pump plunger so as to be coaxial therewith. One end of the escape passage communicates with the pump chamber, while the other end opens to the outer peripheral surface of the pump plunger. An escape ring is fitted on the outer peripheral surface of the pump plunger, whereby the opening of the escape passage is opened when the pump plunger reaches a predetermined compression stroke.

Abstract: A control system for evaporated fuel in a supercharged internal combustion engine having a canister including a reservoir for temporarily accommodating evaporated fuel by adsorption, an intake manifold downstream from a throttle valve and an intake duct upstream from the throttle valve, the intake manifold being communicated with the canister through a first evaporated fuel supply passage having a first purge control valve and the intake duct being communicated with the canister through a second evaporated fuel supply passage having a second purge control valve, wherein the second purge control valve is opened to urge the canister in communication with the intake duct through the second evaporated fuel supply passage when the negative pressure within the intake duct has reached a predetermined value or more.