Present embodiments provide a throttle body which may be used with a variety of engines of different manufacturers. The throttle body may be used to replace mechanical or hydraulically controlled carburetors with electronic fuel injection. The throttle body may provide improved fuel pathways and fuel injector placement.

An automatic stop-start preference retaining circuit for selectively disabling an automatic stop-start circuit in a vehicle is disclosed. The automatic stop-start preference retaining circuit is controlled by an on-vehicle switch that selectively deactivates and activates the automatic stop-start circuit in the vehicle. The automatic stop-start preference retaining circuit includes an energy storage device that obtains power from the automatic stop-start circuit in the vehicle. The preference retaining circuit also includes an electronic control module that is configured to receive power from the energy storage device when power is unavailable from the automatic stop-start circuit of the vehicle. The electronic control module is configured in series in a path between the on-vehicle switch and a wiring harness of the vehicle that includes the automatic stop-start circuit. The control module selectively overrides the on-vehicle switch to deactivate or activate the automatic stop-start circuit.

A fuel economizer for an internal combustion engine includes a computer assembly, a battery, an operation setting system, a lead sensing fan, and an air intake fan motor. The lead sensing fan is mounted on the front of the traffic vehicle. The air intake fan motor is connected to an air inlet port of the internal combustion engine. The lead sensing fan is rotated during movement of the traffic vehicle. When the rotation speed of the lead sensing fan reaches a preset value, the lead sensing fan transmits a signal to the computer assembly which regulates the rotation speed of the air intake fan motor according to a speed grade preset by the operation setting system so as to control the air flow rate of the air inlet port of the internal combustion engine.

In a dither control process performed on a fuel injection valve, at least one cylinder is set as a rich combustion cylinder and another cylinder is set as a lean combustion cylinder. A dither control process is executed in a first mode when a vehicle is driven in a normal manner by a user. The dither control process is executed in a second mode on condition that a command signal for performing a temperature raising process on the exhaust gas purifier is input from a device outside the vehicle at a repair shop. The absolute value of the difference between the air-fuel ratio of the lean combustion cylinder and the air-fuel ratio of the rich combustion cylinder obtained by the dither control process is set to be greater in the second mode than in the first mode.

The invention involves a system and method for providing a liquid fuel or a liquid and gaseous fuel to a diesel or Otto cycle engine for operation of the engine. The system includes a primary electronic control module (ECM), which monitors engine sensors and contains a first three-dimensional fuel map for the liquid fuel. A second ECM is connected for bi-directional transfer of information to the first ECM, the second ECM contains a second three-dimensional fuel map for delivery of the gaseous fuel through a secondary gaseous fuel injection assembly. The bi-directional communication between the two ECMs while monitoring the engine sensors allows both ECMs to “learn” an efficient fuel map for delivery of both fuels in the same cycle for improved efficiency, reduction in slip and lower emissions.

A control system (300) for a transport engineless refrigeration unit (301), the control system including: a controller (302) for communication between a vehicle (307) and a plurality of vehicle devices, the controller comprising: a vehicle data connection (306) for transmitting data to and from a vehicle; a vehicle engine on/off connection (308) for triggering start-up of the vehicle engine; a plurality of device data connections (314), each device data connection transmits data to and from at least one device external to the controller; and a device power connection (313), the device power connection supplies power from the controller to at least one device external to the controller.

A fuel economizer for an internal combustion engine includes a computer assembly, a battery, an operation setting system, a lead sensing fan, and an air intake fan motor. The lead sensing fan is mounted on the front of the traffic vehicle. The air intake fan motor is connected to an air inlet port of the internal combustion engine. The lead sensing fan is rotated during movement of the traffic vehicle. When the rotation speed of the lead sensing fan reaches a preset value, the lead sensing fan transmits a signal to the computer assembly which regulates the rotation speed of the air intake fan motor according to a speed grade preset by the operation setting system so as to control the air flow rate of the air inlet port of the internal combustion engine.

A sobriety ignition interlock system including an engine control device and a method for managing available vehicle engine power using the sobriety ignition interlock system. The engine control device includes an engine control processor (ECP) that is electronically connected in between an engine control unit (ECU), an engine sensor assembly, and a sobriety processor. The sobriety processor determines a sobriety level of a vehicle driver and sends a corresponding sobriety signal to the ECP. The ECP intercepts an engine signal transmitted from the engine sensor assembly to the ECU and manipulates the engine signal according to the sobriety signal, in order to manage the available power of the vehicle engine.

Present embodiments provide a throttle body which may be used with a variety of engines of different manufacturers. The throttle body may be used to replace mechanical or hydraulically controlled carburetors with electronic fuel injection. The throttle body may provide improved fuel pathways through and about the throttle body in order to move fuel to opposed side. The throttle bodies may have improved configuration of the fuel injectors. Further, the throttle body may have computer mounted on the throttle body and a notch formed in the throttle body to define a wire routing pathway from the computer to the injectors.

The invention relates to a device and a method for ascertaining an injection time and/or an amount of a liquefied gas fuelsuch as liquefied petroleum gas (LPG), natural gas (CNG), liquefied natural gas (LNG), biogas or hydrogen (H.sub.2)to be delivered to a cylinder of an engine (19) in order to operate the engine (19) in a bivalent or trivalent fuel operating mode, said device being designed in such a way that the ascertained injection time of the liquefied gas fuel is dependent on an ascertained calorific power or an ascertained gas mixture characteristic. A gas mixture analysis module (7) is used for optimizing combustion. A gas start mechanism allows a vehicle to be started on gas power even at low temperatures.