Abstract: The present invention relates to a method of operating a four-stroke internal combustion engine comprising the steps of: closing an exhaust valve prior to the end of the exhaust stroke to trap combusted gases in a combustion chamber; opening an inlet valve during the intake stroke to admit charge into the combustion chamber to be mixed with previously trapped combustion gases; and using an injector to inject fuel into the mixture of the trapped combusted gases and the charge air. In the combustion chamber conditions are generated which enable the mixture of fuel, air and combusted gases to combust by auto-ignition. The injector is additionally used to inject fuel into the trapped combusted gases after closing of the exhaust valve during the exhaust stroke and prior to opening of the inlet valve in the induction stroke.

Abstract: An internal combustion engine is comprised of a gas injecting device injecting gas into the combustion chamber of the internal combustion engine, and a gas injection control device controlling the gas injecting device, wherein the gas injection control device provides control such that the gas is injected toward the combustion chamber for a period of time after flame extinguishing timing and before exhaust valve closing timing. Therefore, the internal combustion engine is capable of reliably combusting HC, CO, smoke, and so forth remained in a combustion chamber due to a quenching phenomenon or the like.

Abstract: A top feed fuel injector for an internal combustion engine includes a housing; a fuel passage within the housing; an electrically controlled valve mechanism for controlling fuel flow through the fuel passage; and a radially extending protrusion on the housing, the radially extending protrusion configured to mate with a void in a manifold or head in which the fuel injector is inserted such that the fuel injector maintains its orientation with respect to the manifold or head. Another aspect of the invention is a top feed fuel injector for an internal combustion engine including a housing; a fuel passage within the housing; and an electrically controlled valve mechanism for controlling fuel flow through the fuel passage; wherein the housing defines a radially inwardly extending opening, the radially inwardly extending opening configured to mate with a protrusion on a manifold or head in which the fuel injector is inserted such that the fuel injector maintains its orientation with respect to the manifold or head.

Abstract: The gas distributor apparatus has a common gas-supply line for supplying gas to a plurality of devices, e.g., arranged in series, the gas-supply line representing a substructure with an inner supply orifice and connecting pieces, which conform in number to the devices for injecting a fuel-gas mixture, and which extend in a normal direction starting from the gas-supply line and contain branched-off ports that communicate directly with the supply orifice. A permanent connection is established between the gas distributor apparatus and the devices in that gas-intake ducts are configured on the gas-containing bodies at least partially surrounding the devices, the gas-intake ducts having functional elements and projecting with these elements into the connecting pieces of the gas distributor apparatus. The gas is made available simultaneously for all devices in the supply orifice and then flows in each case via one connecting piece to a device.

Abstract: An engine includes air-assisted fuel injection including fuel injectors supplying fuel through cylinder head-mounted air injectors. An internal air passage in the cylinder head connects with internal air pockets receiving the injectors and supplying them with air. Seals on the air injectors prevent air leakage from the air pockets. The air temperature in the head is affected by an adjacent coolant passage.

Abstract: An improved structure for carburetor is mainly comprised of casing, throat, air calibrating cone, ring-shaped throttling hole, and air assisting pore device, etc.

Abstract: Disclosed is a method of fuelling an internal combustion engine by injection of a fuel-gas mixture to a combustion chamber of the engine comprising delivering a metered quantity of fuel from a fuel metering means to a delivery injector operation, the delivery injector being in communication with both the combustion chamber and a supply of pressurized gas for effecting delivery of the metered quantity of fuel to the combustion chamber, wherein at least one of the fuel metering means and the delivery injector are controlled in multiple events and a predetermined fuel distribution in the combustion chamber at ignition during that cycle of engine operation.

Abstract: An air assist fuel injector system having an air assist fuel injector. The air assist fuel injector includes an integral projection having a recess therein for receiving a fuel injector. The air assist fuel injector also includes a conduit for receiving pressurized gas from a channel of a head of an engine.

Abstract: A manifold for a fuel injected engine has several fuel injectors that are connected to a common air assist passageway for each bank of cylinders. This passageway is preferably supplied with assist air from a central location, between two of the fuel injector pockets that intersect the air assist passageway in each bank of cylinders. This air assist passageway may be formed integral with a manifold, or may be separately formed together with the injector pockets as an air assist rail. The air assist passageway preferably intersects the center line of the fuel injector pockets and is formed by inserting pins that define the interior surface of the passageway into a mold cavity to intersect and pass through bosses that define the fuel injector pockets.

Abstract: In an internal combustion engine, the fuel reaches the combustion chamber of the engine via a fuel-injection device which includes a piezo actuator (50). In order to be able to optimally inject the fuel, it is suggested that the desired level (U_DES) of the drive energy (U) and/or the desired gradient (dU_DES) of the drive energy (U), with which the piezo actuator (50) is driven, is dependent upon a plurality of influence quantities (T, t, n, dx, dh) which influence the operating behavior of the piezo actuator (50).

Abstract: An atomizing injector includes a metering set having a swirl chamber, a spray orifice and one or more feed slots etched in a thin plate. The swirl chamber is etched in a first side of the plate and the spray orifice is etched through a second side to the center of the swirl chamber. Fuel feed slots extend non-radially to the swirl chamber. The injector also includes integral swirler structure. The swirler structure includes a cylindrical air swirler passage, also shaped by etching, through at least one other thin plate. The cylindrical air swirler passage is located in co-axial relation to the spray orifice of the plate of the fuel metering set such that fuel directed through the spray orifice passes through the air swirler passage and swirling air is imparted to the fuel such that the fuel has a swirling component of motion. At least one air feed slot is provided in fluid communication with the air swirler passage and extends in non-radial relation thereto.

Abstract: A nozzle (7) for a nitrous oxide system for an internal combustion engine contains outlet (9), to produce a high velocity cylindrical stream of nitrous oxide (9′) expressed in a certain direction (29) and another outlet (11), located on the same side of the nozzle, such as a slot, to produce a thin fan shaped mist of fuel (11′) expressed in a second direction (31) from another location with the directions being inclined at an acute angle (&agr;) relative to one another, preferably forty-five degrees. The spray of fuel and stream of nitrous oxide collide at a location (D1, 18) displaced from the side of the nozzle, wherein the high velocity stream of nitrous oxide further atomizes the fuel and mixes therewith as injected into the intake of the engine.

Abstract: An apparatus and method for extracting energy from an internal combustion engine. The internal combustion engine includes a chamber having a primary piston and a secondary piston with a combustion portion of the chamber situated adjacently between the primary piston and secondary piston. The secondary piston includes a substantially lesser mass than that of the primary piston. The chamber includes at least one fluid port for supplying fuel to the combustion portion and an out-take port for releasing combustive exhaust. The chamber includes a controller for controlling the combustion therein at selected cycles of the primary piston. With this arrangement, the secondary piston is configured to draw a portion of energy from combustion controlled by the controller in the chamber. Such portion of energy is provided with a rapid response to an energy transferring portion interconnected to the secondary piston, which in turn, transfers and/or converts the energy for acting on a load or external application.

Abstract: A cover that covers at least a portion of a fuel pressure regulator of an air assist fuel injection system and fluidly communicates pressurized gas to the fuel pressure regulator.

Abstract: An engine includes air-assisted fuel injection including fuel injectors supplying fuel through cylinder head-mounted air injectors. An internal air passage in the cylinder head connects with internal air pockets receiving the injectors and supplying them with air. Seals on the air injectors prevent air leakage from the air pockets. The air temperature in the head is affected by an adjacent coolant passage.

Abstract: Equipment for monitoring the performance of an engine fuel injector valve includes a source of pressurized fluid and an injector valve head connected to an injector valve and the source so that pressurized fluid is delivered to the valve. A regulator compensates for changes in pressure of the fluid and enables the change to be effected and maintained. A flow monitor is in the fluid path between the source and the head to monitor the flow of fluid. The source of pressurized fluid maintains a level of pressure in excess of a desired operating pressure. A fluid flow control coupled to a pressure sensor, near the test head indicates the pressure therein so that the flow control effects flow through the fluid path to maintain the pressure at the head.

Abstract: An air assist fuel injector having an armature and a solenoid for actuating the armature. The armature includes a conduit having a conical portion for delivering liquid fuel and gas to a poppet of the air assist fuel injector. The conduit includes an inlet for receiving the liquid fuel and gas from a cap of the air assist fuel injector. The cap includes a number of channels for delivering the liquid fuel and gas, and the outlets of the channels are located radially inward of the periphery of the inlet to the armature conduit. The armature also includes a flow path located between an area upstream of the inlet to the armature and an area downstream of the armature. The flow path may include one or more recesses in the armature or one or more recesses in an armature guide of the air assist fuel injector.

Abstract: The invention relates to a device for controlling the injection of a fuel into a combustion chamber (2) of a cylinder of a controlled-ignition or diesel internal combustion engine, the combustion chamber (2) being equipped with at least one spark plug (8). According to the invention, the device comprises: an adapter support (9) intended to be mounted on the cylinder head (3) of the engine, the adapter support being arranged to delimit, on the one hand, at least partially, an injection circuit (7) for the fuel and, on the other hand, a central passage (11) for mounting the spark plug (8), and at least one control injector (I1) for the fuel and one controlled injector (I2) for a rinsing gas, the controlled injectors being mounted outside the combustion chamber, so that their outlets (s1, s2) are connected to the inlet of the injection circuit (7).

Abstract: A fuel injector assembly for an internal combustion engine, including: a delivery chamber (5) located within the injector assembly (1); a mass flow rate control means (50) for controlling the mass flow rate of fuel and compressed gas supplied to the delivery chamber (5), the mass flow rate being a function of the differential pressure across the mass flow rate control means (50); and valve means (9) for selectively communicating the delivery chamber (5) to the engine to deliver fuel to the engine; wherein when the valve means (9) is opened, at least compressed gas is caused to flow thereby generating a differential pressure across the mass flow rate control means such that a controlled fuel flow is provided to the engine.

Abstract: An intake path organizer forms an intake path communicating with an air cleaner. The intake path organizer has a fuel passage for guiding fuel from a fuel injection valve fitted into the intake path organizer, at least one fuel induction port having one end communicating with the fuel passage and the other end communicating with the intake path, and an air bleed passageway having one end communicating with the intake path further upstream than the fuel induction port and the other end communicating with the fuel passageway, all of the elements being provided in the intake path organizer to promote atomization of fuel in an engine fuel supply system. The fuel induction ports can open to the intake path in a direction orthogonal to the airflow in the intake path.

Abstract: An air assist fuel injector system having an air assist fuel injector. The air assist fuel injector includes an integral projection having a recess therein for receiving a fuel injector. The air assist fuel injector also includes a conduit for receiving pressurized gas from a channel of a head of an engine.

Abstract: A method of regulating gas pressure in a dual fluid fuel injection system for an internal combustion engine having at least one delivery injector, including; determining when the gas pressure supplied to the fuel injection system is above a desired level; and opening the at least one delivery injector of the dual fluid fuel injection system for a determined duration when the gas pressure is above the desired level to allow gas to be passed through the delivery injector and thereby regulate the gas pressure of the supplied gas.

Abstract: A compression ignition internal combustion engine 7 is provided. The engine has at least one combustion chamber 10 having an air inlet 14 and an exhaust outlet 26. A dual fuel injector is provided having a mixing chamber 46 with an outlet fluidly connected with the combustion chamber 10 via a first valve 54. A liquid fuel line 64 is provided for delivering liquid fuel to the mixing chamber 46. The liquid fuel line 64 is connected to the mixing chamber 46 via a second valve 60. A combustible gas line 56 is provided for delivering compressed combustible gas to the mixing chamber 46. Upon an opening of the first valve 54, the liquid fuel is brought into the combustion chamber 10 by the compressed combustible gas.

Abstract: A top feed fuel injector for an internal combustion engine includes a housing; a fuel passage within the housing; an electrically controlled valve mechanism for controlling fuel flow through the fuel passage; and a radially extending protrusion on the housing, the radially extending protrusion configured to mate with a void in a manifold or head in which the fuel injector is inserted such that the fuel injector maintains its orientation with respect to the manifold or head. Another aspect of the invention is a top feed fuel injector for an internal combustion engine including a housing; a fuel passage within the housing; and an electrically controlled valve mechanism for controlling fuel flow through the fuel passage; wherein the housing defines a radially inwardly extending opening, the radially inwardly extending opening configured to mate with a protrusion on a manifold or head in which the fuel injector is inserted such that the fuel injector maintains its orientation with respect to the manifold or head.

Abstract: An engine capable of use with multiple different types of fuels including gasoline and alcohol based flues and heavy fuels such as diesel fuel, JP5, JP8, Jet A and kerosene based fuels. The engine includes a main cylinder having a compression chamber at one end and a piston that is movable along the length of the cylinder and which connects to a crankshaft for the engine. A fuel delivery system delivers a combustible mixture of fuel and air through a fuel delivery valve into the combustion chamber at a sonic velocity of flow such that the fuel is substantially atomized into the air of the combustible mixture delivered to the combustion chamber. The combustible mixture is ignited by an igniter within the combustion chamber to urge the piston along the cylinder for driving the crankshaft of the engine.

Abstract: A fuel vapor handling system for a dual fluid fuel injection system, including: a fuel supply apparatus and a gas supply apparatus for respectively supplying liquid fuel and gas-vapor mixture to at least one delivery injector of the dual fluid fuel injection system, the fuel supply apparatus including a fuel pump; and a fuel vapor control device providing a fluid communication between the fuel supply apparatus downstream of the fuel pump and the gas supply apparatus to allow fuel vapor present within the fuel supply apparatus to pass to the gas supply apparatus for subsequent delivery by the at least one delivery injector. The fuel vapor device preferably allows the pressure of the liquid fuel supplied to the at least one delivery injector to be substantially equalized with the pressure of the gas supplied to the delivery injector.

Abstract: Four embodiments of fuel air injectors wherein variations in the amount of fuel discharged due to the existence of pressure variations between the injector valve and its seat in the fuel injector are minimized. This is done by provided a restricted orifice downstream of the point of fuel injection so that combustion chamber pressures are dampened from the fuel injector. In all embodiments of the invention the injector valve is a poppet valve having a configured stem portion for slideably supporting the poppet valve within the housing while permitting flow therepast. In two embodiments, the fuel is delivered to the injector above the configured portion of the poppet valve and in two embodiments the fuel is delivered below the configured portion of the poppet valve for improving responsiveness.

Abstract: With a composition where there are provided an injection valve installed on each cylinder and a high-atomizing injection valve installed in the upstream, it is aimed to prevent worsened start-up performance and unburnt gas exhaust resulting from adhesion of the fuel on the suction air passage as a result of reduced air for atomization during the start-up cranking.

Abstract: There is disclosed a fuel supply control apparatus for a multi-cylinder internal combustion engine having an injector with air assist, a reasonable system in which injection is made during intake stroke when air assist air is supplied by the air assist, and injection is made during exhaust stroke when no air assist is effected, and an air assist volume, a droplet size and an operating condition are combined. With this construction, the fuel injection timing is shifted from the intake stroke side to the exhaust stroke side in accordance with an air assist volume so as to enhance the exhaust gas quality in which optimum micro-granulation and atomization of fuel are held, the fuel efficiency and the drivability.

Abstract: Atomizing air flowing in an atomizing gas passage is merged with fuel spray to promote atomization of the fuel, and carrier air flowing in a carrier gas passage is merged with the fuel spray at a further downstream position so as to surround around the fuel spray. By doing so, the atomized fuel spray is carried to the downstream side so as to prevent the fuel spray from adhering onto the wall surface. Starting-up performance, fuel consumption and exhaust gas cleaning of an internal combustion engine are improved.

Abstract: An engine capable of use with multiple different types of fuels including gasoline and alcohol based flues and heavy fuels such as diesel fuel, JP5, JP8, Jet A and kerosene based fuels. The engine includes a main cylinder having a compression chamber at one end and a piston that is movable along the length of the cylinder and which connects to a crankshaft for the engine. A fuel delivery system delivers a combustible mixture of fuel and air through a fuel delivery valve into the combustion chamber at a sonic velocity of flow such that the fuel is substantially atomized into the air of the combustible mixture delivered to the combustion chamber. The combustible mixture is ignited by an igniter within the combustion chamber to urge the piston along the cylinder for driving the crankshaft of the engine.

Abstract: In introducing fuel to a combustion chamber, the end of air (EOA) is established in the crank angle domain. For example, determination of the average or raw speed is utilize to determined an appropriate crank angle for the closing of the delivery injector (EOA). Once the end of air (EOA) is established in the crank angle domain, the start of air (SOA) may be set in the time domain (by a processor) at a time prior end of air (EOA) by duration equal to the time which the delivery is required to remain open. The required pulse width for the fuel metering injector and the desired fuel-air delay time may then be subtracted from the start of air (SOA) to obtain the start of fuel (SOF) and end of fuel (EOF) in the time domain. Other ways may be utilized to calculate SOA, SOF and EOF. For example, SOA may be estabished in the crank angle domain.

Abstract: A fuel control system is provided including a fuel tank, a purge vapor canister, a vapor line, and a fuel injector connected to an internal combustion engine. A purge vapor canister vent valve seals the purge vapor canister from the atmosphere such that the fuel tank, purge vapor canister, and fuel injector form a closed system. Upon initial starting of the engine, the purge vapor pressure is such that the purge vapor is drawn to the fuel injector from the dome portion of the fuel tank after passing through the purge vapor canister. Simultaneously therewith, the amount of liquid fuel is reducing or increasing by an amount of equally increasing or decreasing, respectively, vapor fuel so that a necessary mass flow rate is achieved to support combustion. As the amount of fuel vapors decreases to a negligible amount, combustion is supported by the atomization of liquid fuel.

Abstract: A fuel injector for a spark-ignition, internal combustion engine includes a fuel injector body having inlet and discharge ends. The discharge end includes a fuel swirl disk for inwardly directing a plurality of fuel streams to provide a turbulent swirling stream of fuel directed axially outwardly. A valve regulates the outward axial flow of the turbulent swirling fuel stream. A mixing chamber having an air supply provides a flow of assist air and a discharge passageway. The mixing chamber receives the turbulent swirling fuel stream which is atomized as it enters the mixing chamber and the atomized fuel mixed with the assist air is directed outwardly through a discharge passageway.

Abstract: Atomized particles within a desired size range (e.g., 1 micron to about 5 microns) are produced from two immiscible fluids, the first a fuel source containing the formulation to be atomized, and a second fluid source which is contained in a pressure chamber surrounding at least the area where the first liquid is to be provided. The invention provides a method for the formation of small, relatively uniform fuel particles for use in internal combustion engines and a nozzle-type apparatus for providing the particles to a combustion chamber.

Abstract: In an engine block structure in a multi-cylinder engine in which a piston is incorporated from the side of a crank chamber into each of a plurality of cylinders disposed in series in a cylinder block, cylinder axes of the two adjacent cylinders are disposed to extend in such directions that they are gradually spaced apart from each other as proceeding from the side of a valve operating chamber toward the crank chamber as viewed from a direction of arrangement of the cylinders. Thus, a sufficient crankshaft bearing area can be ensured without bringing an increase in number of parts and an increase in size of the engine block.

Abstract: A diagnostic apparatus for supplying an assist air in an internal combustion engine includes: an assist air passage for guiding intake air from upstream of a throttle valve to a fuel injector installed downstream of said throttle valve; an assist air control valve installed in said assist air passage; a sensor for detecting an engine operating parameter; and a control unit. The control unit includes a data storage portion and a data processing portion. The control unit selectively forces the assist air control valve open and closed upon detection of at least one predetermined diagnosis condition. The control unit then calculates and stores a plurality of values corresponding to changes in the engine operating parameter based on signals received from the sensor, and determines an occurrence of an error with assist air supply based on comparisons of said values with a predetermined value.

Abstract: A fuel injector has a shroud surrounding its valve orifice. The shroud carries a porous element spaced from the orifice to define a chamber. Air passages are provided through the shroud for injecting air under pressure into the chamber. The fuel sprayed onto the porous element from the orifice enters the pores of the element and increases the wetted surface area such that the air under pressure passing through the porous element shreds the fuel films and finely atomizes the fuel for egress from the porous element into the internal combustion engine.

Abstract: An air assisted fuel injector for an internal combustion engine includes a fuel nozzle having a fuel orifice and a targeting section cooperating with the fuel nozzle for targeting atomized fuel within the engine. An angled throttling section in disposed upstream of the targeting section and cooperates with the fuel nozzle. The throttling section throttles assist air prior to the air atomizing the fuel emerging from the fuel orifice and forms a vortex at the injector exit. Thus, any adverse effects on fuel flow from the fuel injector due to back pressure variability downstream of the fuel nozzle are reduced. In a preferred embodiment, an air shroud is fitted on the nozzle of the fuel injector and includes both the throttling section and the targeting section.

Abstract: A novel laminar flow nozzle for fuel injected racing cars is described herein. One novel feature comprises a narrow angle between converging conduit component channels. These channels, in turn, supply vaporized fuel and nitrous oxide to the main chamber of the nozzle. Another important novel feature is the integral structure of the nozzle; the conduit components, generally rigid and cylindrical in shape, are physical integral components of the nozzle. The result of our invention is a nozzle with a smooth laminar flow of gases which results in less turbulence and greater horsepower.

Abstract: A fuel injection device for a model engine capable of injecting fuel directly into a combustion chamber of the engine, to thereby insure stable feeding of fuel even under severe operational conditions. A check valve is arranged in a fuel injection passage or port to prevent backflow of fuel. Such construction permits the fuel injection device to be mounted directly on a cylinder of the engine to inject fuel directly into a combustion chamber of the engine, unlike the prior art. Also, in the present invention, pressurized air held in an air holding space may be injected together with fuel only during fuel injection, resulting in fuel being injected in the form of a fine mist-like shape.

Abstract: A fluid pumping apparatus (10) includes a soft start valve (16) coupled with the outlet of a pump (14) driven by an electric motor (12) for reducing the startup current of the motor (12). The preferred valve (16) includes a fluid chamber (32), a valve operator in the nature of a ball (22) shiftable in the chamber (32) between the inlet (36) and a valve seat (48), and a biasing assembly (24) including an axially shiftable rod (54) and a spring (56) for biasing the rod (54) against the ball (22) in order to bias the ball (22) toward the chamber inlet (36). Upon startup, the valve (16) provides a reduced start pressure, less than the pump pressure under load, at the inlet (36) as the operator (22) moves toward the seat (48). The chamber (32) presents a volume sufficient for the valve (16) to provide the start pressure long enough for the motor (12) to achieve synchronous speed, thereby reducing motor startup current.

Abstract: The cylinders (12; 48, 50) are disposed such that each piston-cylinder axis (16; 56, 58) does not intersect the crankshaft axis (20; 47). Timing of combustion within each cylinder is controlled to cause maximum combustion pressure to occur when an imaginary plane that contains both a respective connection axis (28; 66, 70) of a respective connecting rod (24; 62, 64) to the respective piston (14; 52, 54) and a respective connection axis (30; 68, 72) of the connecting rod to a respective throw of the crankshaft is substantially coincident with the respective cylinder axis along which the piston reciprocates. In a V-type engine the axes of those cylinders in a respective bank are disposed in a respective imaginary plane (76; 78) forming a respective side of a V.

Abstract: An air control method for an internal combustion engine having air assist injectors and an electronically controlled throttle maximizes airflow through the injectors while maintaining a range of authority for the electronically controlled throttle. This method maximizes the benefits of fuel atomization while maintaining a desired engine speed in the presence of disturbances.

Abstract: The present invention relates to a distributor device (1) for fuel injection systems of internal combustion engines for supplying gas and for electrical contacting of fuel injection valves (2).The distributor device has a gas supply line (70) for the joint gas supply to the fuel injection valves (2), comprising a supply orifice (71) and a number of connecting parts (7) for connecting the supply orifice (71) to gas inlet channels (13) of the fuel injection valves (2). Furthermore, a plurality of bushings (78) are provided along the gas supply line (70) and work together with plugs (47) provided on the fuel injection valves (2) to establish electric contact with the fuel injection valves (2).In the refinement according to this invention, a locking spring (88) is provided for each bushing (78) to lock the connection of the bushing (78) to the plug (47) of the respective fuel injection valve (2).

Abstract: In order to supply an air-fuel mixture composed of the fuel and compressed air to a combustion chamber of an engine, an air-fuel mixture valve is opened by a valve body which is moved via the core shifted by magnetic force of the electromagnetic coil. The invention provides a method of determining the magnetic force of the electromagnetic coil on the basis of the relationship defined by Fm.gtoreq.Fv-fa, where Fm denotes axial tension depending upon the magnetic force of the electromagnetic coil, Fv denotes force necessary for opening or closing the empty air-fuel mixture valve, and fa denotes force for compressed air to open the air-fuel mixture valve. The pressure of the compressed air is used as the auxiliary force to open the air-fuel mixture valve. This allows the air-fuel mixture valve to be made more compact and reduces power consumption of the electromagnetic coil.

Abstract: An object of the present invention is to provide a rotary drive system and an engine which have greater toughness and which are capable of smoothly converting linear thrust force into rotary torque. In the present invention, a pair of elongated members are arranged parallel in a first direction. A moving guide is spanned between the elongated members, arranged in a second direction perpendicular to the first direction, and capable of moving in the first direction. A moving body is capable of moving in the second direction along the moving guide. A rotary shaft is capable of rotating about an axial line, which is perpendicular to the first direction and the second direction. A lever has one part, which is pivotably connected with the moving body, and another part, which is fixed to the rotary shaft, whereby the lever rotates the rotary shaft when the moving body moves round. A driving mechanism moves the moving guide in the first direction. A control mechanism stabilizes rotational speed of the rotary shaft.

Abstract: Air pressure which is proportional to the rotation speed of an engine is generated in a crank chamber 2 during operation. The crank chamber 2 is communicated to a fuel tank 10 having sealed structure with interposition of a check valve 25. Air pressure which is proportional to the rotation speed of the engine is applied to fuel in the fuel tank 10. The fuel tank 10 is communicated to the fuel injection system 30. The fuel injection system 30 opens its injection orifice only when power is supplied to a solenoid coil and injects supplied fuel into a combustion chamber. Because air pressure which is proportional to the rotation speed of the engine is applied to fuel, through each fuel injection time is constant, fuel which is proportional to the rotation speed can be injected. In particular, a shorter injection time is sufficient for high rotation speed operation in comparison with conventional fuel injection time, thereby power consumption of the fuel injection system 30 is reduced.

Abstract: An ignition quality tester includes an unit for repeatedly injecting a precise quantity of fuel under controlled conditions into a combustion chamber where monitored combustion can be carried out. The tester can be used in an in-line feedback arrangement to permit the continual adjustment of a refining process to maintain the cetane number at a desired value.

Abstract: A fuel injection system for a multi-cylinder internal combustion engine, which includes a rigid elongated unitary member incorporating a gas supply duct, a fuel supply duct and a fuel return duct, each of which extends in the direction of elongation of the unitary member. A separate fuel metering device and fuel injecting device is provided for each engine cylinder. The fuel metering device is arranged to deliver metered quantities of fuel to the fuel injection device and is in communication with the fuel supply and fuel return ducts so that fuel can be circulated through each of the fuel metering devices. The fuel injecting devices are each in communication with the gas duct and communicable with one of the engine cylinders. The fuel injection devices are adapted to effect delivery of a metered quantity of fuel entrained in gas supplied from the gas duct when the fuel injecting device is in fluid communication with a cylinder.