Abstract: Embodiments disclosed herein relate to internal combustion engines, combustion systems that include such internal combustion engines, and controls for controlling operation of the combustion engine. The internal combustion engine may include one or more mechanisms for injecting fuel, air, fuel-air mixture, or combinations thereof directly into one or more cylinders, and controls may operate or direct operation of such mechanisms.

Abstract: An atomizer of a fuel electro-injector is equipped with a nozzle and a valve needle having a head, which is coupled to a sealing seat of the nozzle, and stem, which engages an inner seat of the nozzle; the stem and the nozzle define an annular passageway with a chamber that axially terminates at the sealing seat; the stem has an intermediate portion coupled in an axially sliding manner in the inner seat and defining a plurality of channels, the outlets of which are arranged on the annular chamber; the sealing seat and the head of the valve needle define a discharge section, which is annular and has a width that increases as the opening stroke of the valve needle proceeds; the ratio between the depth and the outer chord of the minimum cross-section of the channels is greater than or equal to two.

Abstract: A fuel injection device includes a coil, a stator provided on an inner side of the coil, a housing including an injection hole at an end opposite to a stator side in an axial direction, a movable element including a movable element main body that generates a first gap with the stator and a stopper portion provided to an injection hole side of the movable element main body, and provided inside the housing in a reciprocable manner, a main valve including a lock portion that generates a second gap smaller than the first gap together with an end face of the stopper portion on the stator side, and provided to open and close the injection hole, a first pushing portion constantly pushing the movable element to the injection hole side, and a second pushing portion constantly pushing the main valve to the stator side.

Abstract: An apparatus comprises an internal combustion engine including an intake stream, at least one piston cylinder. An air assisted injector is configured to insert a plurality of liquid droplets into the intake stream or cylinder. The injector comprises a gas injection portion configured to deliver a gas to a mixing chamber at a first pressure and a first pulse width. A liquid injection portion is configured to deliver a liquid to the mixing chamber at a first temperature and a second pulse width, and after a predetermined delay relative to the gas so as to generate the plurality of liquid droplets having a mean diameter of up to 5 microns. A nozzle is configured to deliver the plurality of liquid droplets into the intake chamber or cylinder. The gas and the inserted liquid droplets are compressed during a compression stroke in the cylinder and fully vaporize throughout the compression stroke.

Abstract: A fuel stream generator comprising a nozzle connected to a fuel reservoir, wherein the nozzle is provided with a gas inlet configured to provide a sheath of gas around fuel flowing along the nozzle is disclosed. Also disclosed are a method of generating fuel droplets and a lithography apparatus incorporating the fuel stream generator.

Abstract: The invention relates to a device for cooling a metering module (10) for dispensing a process liquid/auxiliary agent into the exhaust gas system of an internal combustion engine. The metering module (10) comprises a housing (12) with a plurality of housing sections (19), (20), (28), (29). A first housing section (19), (20), on which a supply line (18) for the process liquid/auxiliary agent is located, is situated in a region (62) of the metering module (10) that is exposed to varying temperatures, said section being made of metal.

Abstract: A method of operation of a dual fluid fuel injection system arranged to supply fuel to a cylinder of an internal combustion engine, the dual fluid fuel injection system being controllable to effect fuel metering events and fuel delivery events. The method comprises operating the dual fluid fuel injection system so as to have at least one fuel delivery event during each engine cycle and to have fewer than one fuel metering event, on average, per engine cycle. An electronic control unit for implementing the method is also described. The method and control unit allow dynamic range of a fuel metering injector, where included within the dual fluid fuel injection system, to be extended.

Abstract: Disclosed herein is a fuel injection valve for an internal combustion engine. The fuel injection valve includes a valve body (10), a nozzle (20), a valve plate (30), a main needle spindle (40), a main needle (50), a main needle spring (60), a spring plate (70), a pilot needle spring (80), a pilot needle spindle (90) and a pilot needle (100). In the present invention, both the main needle and the pilot needle are opened or only the pilot needle is opened by compressed high-pressure fuel oil or compressed air, thereby enabling main injection and pilot injection to be separately performed by the single fuel-injection valve. Furthermore, because opening of the main needle valve can be controlled by compressed air for ignition or control of an engine, only the pilot injection may be conducted even without using a separate compression apparatus or the like.

Abstract: A system for starting an internal combustion engine without assistance of a battery uses a pull-start assembly to generate electricity and store the generated power in one or more capacitors electrically connected to an electronic control unit via a permanent magnet alternator. The system includes a hand pump for manually forcing a portion of liquid fuel into an air/fuel mixture chamber while an air relief valve connected to an air injector is open. By closing the relief valve and activating the pull-start assembly, the user causes the fuel into the combustion chamber, where the ignition process is initiated upon receipt of a control signal from the electronic control unit.

Abstract: The present invention relates to a system and method for providing fuel to internal combustion engines including fuel activation prior to injection. The method carried out by the system comprises dissolving a mixture of gasses providing improved fuel dispersing after fuel injection into a combustion chamber. Dissolved gasses desorption is stimulated from a unsaturated fuel solution. Full control of fuel flows with dissolved gas/gasses to and from injectors and FET technology based on Henry's law (dissolving gasses in the liquids) and Kelvin principle (vapor pressure over droplet surface). The system consists of compact components, including exhaust gasses recirculation system which can be easily added to existing diesel and gasoline engine fuel supply systems. The method and system were tested with four different types of engines and provides fuel economy in 12-20% decrease of emissions and up to 25% at variable engine loads and significantly at engine cold start.

Abstract: A method for controlling controlled-auto-ignition operation in an eternal combustion engine is described. The method includes the injection of air into a combustion cylinder at an appropriate time in the combustion cycle in response to measured conditions. The injection of air acts to alter the CAI-phasing, thus providing the ability to extend the CAI operation further into a vehicle speed/load range.

Abstract: The present invention relates to a system and method for providing fuel to internal combustion engines including fuel activation prior to injection. The method carried out by the system comprises dissolving a mixture of gasses providing improved fuel dispersing after fuel injection into a combustion chamber. Dissolved gasses desorption is stimulated from a unsaturated fuel solution. Full control of fuel flows with dissolved gas/gasses to and from injectors and FET technology is based on Henry's law (dissolving gasses in the liquids) and Kelvin principle (vapor pressure over droplet surface). The system provides fuel to internal combustion engines and consists of compact components, including exhaust gasses recirculation system which can be easily added to existing diesel and gasoline engine fuel supply systems. The method and system were tested with 4 different types of engines.

Abstract: Digital fuel injector, injection and hydraulic valve actuation module and engine and high pressure pump methods and apparatus primarily for diesel engines. The digital fuel injectors have a plurality of intensifier actuation pistons allowing a selection of up to seven intensified fuel pressures. The disclosed engine operating methods include using at least one cylinder for a compression cylinder for providing compressed intake air to at least one combustion cylinder. A pressure sensor in each combustion cylinder may be used to indicate temperature in the combustion cylinder to limit combustion temperatures to below temperatures at which substantial NOX is generated. A re-burn cycle may be used to complete the burning of hydrocarbons, providing a very low emission engine. A compression cylinder may be provided with a pump actuated by the piston in the compression cylinder. Various aspects and embellishments of the invention are disclosed.

Abstract: The invented engine comprises a working cylinder with a piston, pre-ignition chamber with spark plug and a combustion chamber which is cylindrical in shape, a fuel-air mixture injector, which is a compressor cylinder with a piston and fuel delivery device and channels for supplying the fuel and air into the combustion chamber. It also has channels for injection of the fuel-air mixture into the combustion chamber. There is a check valve between the fuel supply channel and the compressor cylinder. The pre-ignition chamber has the shape of a cup or flattened cone. The diameter of the base of the pre-ignition chamber equals the diameter of the combustion chamber. The engine has one or more pairs of channels for delivering the fuel-air mixture to the combustion chamber. The axes of these channels are paired and angled towards each other.

Abstract: A method of using hydrocarbon fugitive gases diluted with air as a primary or supplementary fuel for an engine. The composition of the fugitive gases and air in ensured to fall outside the upper and lower explosive limit for the composition. The total volume of the composition is also calculated to be maintained within a predetermined percentage of the volume of the primary fuel supplied to said engine.

Abstract: Method to provide fugitive gases to an engine. A source of fugitive gases is directed to the air intake of the engine. A fugitive gas pipe supplies the fugitive gases to the air intake and a vent allows the fugitive gases to vent to atmosphere. A check valve in the vent inhibits the flow of fugitive gases to the vent and allows the escape of the fugitive gases to the vent if the pressure of the fugitive gases exceeds a predetermined value.

Abstract: The invention relates to a method for determining the ignitability of fuel, particularly of diesel, biodiesel, gas-to-liquid or biomass-to-liquid fuel, with an unknown fuel quality for an internal combustion engine. Provision is made for the density of the fuel to be ascertained and for the ignitability to be derived from this.

Abstract: A fuel injector for delivering fuel to an engine in which a housing of the injector has an internal fuel chamber and at least one exhaust port in fluid communication with the fuel chamber whereby fuel exits the fuel injector at the at least one exhaust port for delivery to the engine. An ultrasonic waveguide is separate from the housing, and is elongate and disposed at least in part within the fuel chamber to ultrasonically energize fuel within the fuel chamber prior to the fuel exiting through the at least one exhaust port. An excitation device is operable to ultrasonically excite the ultrasonic waveguide. A mounting member interconnects the waveguide to the housing, with the mounting member configured to substantially vibrationally isolate the housing from the waveguide.

Abstract: An object of the present invention is to provide a fuel injection control technique which maximizes engine power according to fuel evaporation characteristics. The fuel injection timing in the intake stroke is delayed according as a physical quantity affecting the fuel evaporation time changes such that the fuel evaporation time decreases. Further, the fuel injection timing when a physical quantity affecting the fuel evaporation time is such that the fuel evaporation time decreases is set closer to the end of the intake stroke than the fuel injection timing when the physical quantity is such that the fuel evaporation time increases. The fuel injection timing is controlled so as to maximize engine power according to fuel evaporation times.

Abstract: A technique is provided for improved response of internal combustion engines to increased load demands. The engine is equipped with an air storage tank that stores compressed air. The air may be stored at an elevated pressure (e.g., manifold air pressure) during normal full load operation of the engine. Valving maintains the compressed air isolated during normal operation. During transitory periods of higher power output demand, the compressed air is directed to the engine, and output of a turbo-driven compressor can be vented to avoid surge. The technique allows for quicker reaction to load demands, and improved combustion during transitory periods, and reduced particulate and smoke emissions.

Abstract: The present invention is a nitrous oxide and fuel injection apparatus for an internal combustion engine and is used to increase horsepower for use such as in racing. It is mounted between the carburetor and the intake manifold having passages to allow the communication of the mixture from the carburetor to the intake manifold. The module supplies a center section that has two chambers one for fuel and one for nitrous oxide. The nitrous oxide and the fuel are feed to conduits exiting the module with the nitrous oxide conduit being inside of the fuel conduit. The feed conduits distal open ends is in or pointed at the intake runner form the nitrous oxide and fuel spray nozzle that will spray their mixture into the air and fuel mixture from the carburetor when the nitrous system is activated to give the increase in horsepower.

Abstract: A fuel injection system for an internal combustion engine has a lubricity improver supply for adding a lubricity improver to low-viscosity fuel supplied to a fuel injection apparatus of the engine. A controller controls the lubricity improver supply so that the amount of the lubricity improver added to fuel at the inlet to the fuel injection apparatus is increased as engine rotation speed, engine load, or injection pressure is increased. With the system, wear or sticking of the plunger can be prevented even when low-viscosity fuel is used by improving lubrication conditions to secure necessary lubrication condition for the sliding part in accordance with engine operation conditions, fuel temperature and viscosity.

Abstract: A technique is provided for improved response of internal combustion engines to increased load demands. The engine is equipped with an air storage tank that stores compressed air. The air may be stored at an elevated pressure (e.g., manifold air pressure) during normal full load operation of the engine. Valving maintains the compressed air isolated during normal operation. During transitory periods of higher power output demand, the compressed air is directed to the engine, and output of a turbo-driven compressor can be vented to avoid surge. The technique allows for quicker reaction to load demands, and improved combustion during transitory periods, and reduced particulate and smoke emissions.

Abstract: Digital fuel injector, injection and hydraulic valve actuation module and engine and high pressure pump methods and apparatus primarily for diesel engines. The digital fuel injectors have a plurality of intensifier actuation pistons allowing a selection of up to seven intensified fuel pressures. The disclosed engine operating methods include using at least one cylinder for a compression cylinder for providing compressed intake air to at least one combustion cylinder. A pressure sensor in each combustion cylinder may be used to indicate temperature in the combustion cylinder to limit combustion temperatures to below temperatures at which substantial NOX is generated. A re-burn cycle may be used to complete the burning of hydrocarbons, providing a very low emission engine. A compression cylinder may be provided with a pump actuated by the piston in the compression cylinder. Various aspects and embellishments of the invention are disclosed.

Abstract: A fuel injector (10) for an internal combustion engine (88) includes a centerbody (12) and a casing (14) disposed radially outward of the centerbody to define an annular mixing section (16) between the centerbody and the casing. The fuel injector also includes an air inlet (e.g., 18) of the mixing section for injecting a first portion (22) of combustion air into the mixing section. A fuel inlet (32) is disposed in the centerbody for injecting fuel (34) into the mixing section. A fuel conduit (48) disposed in the centerbody conducts the fuel to the fuel inlet and a valve (50) disposed in the fuel conduit selectively controls fuel injection into the mixing section. The valve may be positioned sufficiently close to the fuel inlet to provide the desired accurate timed injection. The injector also includes an outlet (19) of the mixing section for discharging a fuel/air mixture (60).

Abstract: An apparatus, system, and method are disclosed for providing air to an injector nozzle. An injector nozzle is in fluid communication with a dosing fluid input. An opening substantially circumscribes the injector nozzle. The injector nozzle is directed toward the opening, injecting a fluid from the dosing fluid input through the opening. An injector air output is in fluid communication with an air input port and with the opening. The injector air output is directed toward the opening, injecting air from the air input port through the opening. The injector air output creates a positive air pressure around the injector nozzle.

Abstract: In a fuel supply system for a spark-ignition internal combustion engine having a blow-in valve for each cylinder for blowing an easily ignitable mixture of a liquid fuel and a combustion gas via a blow-in nozzle into a combustion chamber of the internal combustion engine, the blow-in valve has a pressure connection for supplying pressurized combustion gas to a blown-in nozzle from an external pressure source, and the blow-in valve has a piston/cylinder unit for delivering the liquid fuel for injection into the cylinder together with the combustion gas, with a plunger being provided for an at least indirect actuation of a nozzle needle of the blow-in nozzle controlling the injection of a metered quantity of fuel and the combustion gas into the combustion chamber.

Abstract: A fuel system for improved fuel efficiency may include a fuel injector to transmit fuel in droplet form to a reaction region. A reaction rod may be positioned in the reaction region, where the reaction rod may have a convex end and a concave end. The fuel system may be used with engines such as gasoline engines, turbine engines, diesel engines, and steam engines.

Abstract: With reference to Figure, the present invention provides a fuel injection system for an internal combustion engine which delivers fuel to be mixed with charge air for subsequent combustion in a combustion chamber of the internal combustion engine. The fuel injection system comprises a fuel injector which functions as a positive displacement pump and dispenses in each operation thereof a set quantity of fuel; a mixing chamber into which the fuel injector dispenses fuel; and a gas supply passage for supplying gas to the mixing chamber to entrain the fuel dispensed into the mixing chamber in a flow of gas which passes through the mixing chamber into the combustion chamber. The mixing chamber is connected to the combustion chamber to deliver fuel and gas into the combustion chamber separately from the charge air and a depression in the combustion chamber is used to draw gas through the gas supply passage into the combustion chamber.

Abstract: Disclosed embodiments of proposed hydrogen-oxygen and hydrogen-air engines are usable in automotive, power-producing, and other industries. The engines comprise cylinders; water dissociation units, including thermo-impact transformers and possibly electrolyzers; ionic dividers separating hydrogen and oxygen ions; injection chambers configured to inject hydrogen and oxygen/air doses in response to an operator's action and according to proposed dosing methods accounting a hydrogen-oxygen optimal ratio suitable for an explosive plasma reaction in the cylinders, increasing engines torque, eliminating/reducing pollutions. Determination of optimal ratios for hydrogen-air mixtures is also discussed. The dosing methods include algorithms for computing termination injection pressures for hydrogen-oxygen /air doses. Different hydrogen-oxygen/air delivery system are described in conjunction with modified dosing methods.

Abstract: Engine management system for operation of a direct injection spark ignition gasoline engine. The system includes a gasoline engine, a source of gasoline and a source of an anti-knock agent. Gasoline and anti-knock agent are introduced into a proportioning valve that delivers a selected mixture of gasoline/anti-knock agent to a high pressure pump. At least one injector receives the selected mixture from the high pressure pump and delivers the mixture into a cylinder of the engine. The engine management system provides a rapidly variable mixture of directly injected anti-knock agent and gasoline which prevents knock as the engine torque increases.

Abstract: A V-type internal combustion engine includes cylinder heads having respective compressed-air supply channels extending therein for providing fluid communication between an air compressor and charge injectors. Formation of condensation in the compressed-air supply channels is prevented. Charge injectors are provided in the respective cylinder heads, for directly injecting charges of fuel-air mixture into combustion chambers in cylinders. Compressed-air supply channels extend from an air compressor to the respective charge injectors, including a shared channel provided in a crankcase, and branched supply channels provided in each of the respective cylinder blocks. The compressed-air supply channels are internal conduits formed by attaching the cylinder blocks to the crankcase. In addition, cooling of the compressed air in the compressed-air supply channels is prevented during engine operation, so that formation of condensation within the compressed-air supply channels is prevented.

Abstract: An engine is disclosed which may operate in a first operating state wherein a spark ignited fuel is ignited in a combustion chamber with an igniter and a second operating state wherein a compression ignited fuel is ignited in a combustion chamber with an igniter. A compression ratio in the combustion chamber being up to about eight to one. The engine may be a four-stroke engine. The engine may include a piston having a top portion with a recessed central portion.

Abstract: To effectively reduce operational noise generated by vibration of the fuel injection valve with a fuel injection valve installation structure of an engine. In the structure, an installation hole is formed in an engine component member that constitutes a part of an engine. The installation hole has an annular shoulder portion, which is formed in the middle portion thereof, and which faces the exterior side. The fuel injection valve is held between the annular shoulder portion and a supporting member attached to the engine component member. A first damper, with high vibration-damping properties, is set between an annular shoulder portion and a fuel injection valve. A second damper, with high vibration-damping quality, is set between a supporting member and the fuel injection valve.

Abstract: The invention relates to a process for the injection of fuel into an internal combustion engine, wherein the fuel is firstly enriched in a gas enrichment device (20) with a gas or a gas mixture, in particular oxygen or air. The fuel is atomized and the gas or gas mixture dissolved into the atomized fuel and the enriched fuel is then injected directly into at least one cylinder (12), or indirectly into a preceding region (17), in particular the intake manifold of the engine, with the result of further atomization. The fuel, at least in the enriched state, is cooled up until the final atomization such as to counteract a release of the gas or gas mixture from the fuel before said final atomization. The invention further relates to an injection unit for carrying out said process.

Abstract: A structure for supplying assist air to an air-fuel mixture injection valve including a device for limiting the intake air taken by a compressor, whereby a drive force of the compressor required for compressing air is reduced, and fuel efficiency is achieved. The structure includes an inlet port of the compressor and a venturi member of an air-intake pipe brought into communication via an inlet channel. The air in the air-intake pipe is regulated by the venturi member through the inlet channel by driving the compressor and is taken to the compressor. Air compressed in the compressor is supplied through a high-pressure air channel to the air introduction portion of the fuel injection valve device, where fuel injected from the fuel injection valve and high-pressure air supplied to the air introduction portion are mixed to air-fuel mixture, and the air-fuel mixture is injected by the air-fuel mixture injection valve.

Abstract: A canister includes a casing that has a tank port connected to a fuel tank, an atmospheric port connected to an atmospheric passage communicating with atmosphere, and a purge port connected to an intake passage of an engine. An adsorbent is charged in the casing for adsorbing fuel vapor. A support member defines an accommodation chamber in the casing. The support member supports the adsorbent. A pump is supported by the support member. The pump is accommodated in the accommodation chamber. The pump introduces atmospheric air into the accommodation chamber through the atmospheric passage. A motor is accommodated in the accommodation chamber. The motor drives the pump. A damping member is located between the pump and the support member for absorbing sound and vibration transmitted from the pump to the support member.

Abstract: A method for increasing the power output of an internal combustion engine is presented. The increase to the power output of the engine may be accomplished by injecting a pressurized oxygen enhancer, such as nitrous oxide, into the air intake of the internal combustion engine. A portion of the pressure derived from the injection is captured by a pressure port. The captured pressure is delivered to the fuel control device of the internal combustion engine such as the float bowl of a carburetor causing an increased quantity of fuel to enter the engine. A manifold for delivering nitrous oxide or another oxygen enhancer to the air intake of an internal combustion engine is also presented.

Abstract: An improved ignition-engine system for internal combustion engines comprising a compact combustion chamber in the cylinder head and two main squish zones (101a, 101b) for producing high flow and turbulence, and at least one minor squish zone (105) at the end of the intake valve (104), the system using independently operated spark plugs (102a, 102b), placed asymmetrically at or near the edge of the high flow squish zones to handle both ultra-lean light load conditions and high load conditions without misfire or knocking, the engine leanness and high load operation and further improved by using variable compression ratio and/or direct fuel injection, including air-blast fuel injectors (181) and more centrally located air-blast-ignition fuel injector (193) more ideally suited for four valve engines and mild hybrid engines.

Abstract: A compression ignition internal combustion engine includes a combustion chamber, an intake valve 19a, intake port 6, and an exhaust valve 19b. The temperature and pressure in the combustion chamber are increased to self-ignite an air-fuel mixture with the compressive operation of a piston after closing of the intake valve 19a. A fuel injection valve 11 injects pressurized air, serving as an ignition trigger factor, directly into the combustion chamber so that the air-fuel mixture under the expansion stroke of the piston is brought into an ignitable state. An ECU 1 controls the injection timing of the pressurized air depending on the ignition timing. The self-ignition timing can be controlled to a proper timing in a wide engine operating range with respect to a load and a revolution speed without changing the shape of the combustion chamber to a large extent.

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: One strategy for reducing undesirable emissions from internal combustion engines relates to finding ways to better mix fuel and air prior to combustion. One such method is commonly referred to as homogenous charge compression ignition (HCCI); however, that strategy is problematic in both controlling ignition timing and avoiding overstressing the engine at higher speeds and loads. The present invention addresses these issues by mixing air and fuel vapor within an injector instead of within the engine cylinder. The air/fuel mixture is then injected into the engine cylinder at some desired timing and over some desired duration. Such a strategy permits for lower emissions due to better mixing of air and fuel, while also permitting control over some aspects of combustion timing and duration not apparently possible with a conventional HCCI strategy. The present invention is generally applicable to all internal combustion engines, but especially applicable to diesel engines.

Abstract: The nitrous oxide injection tube 18 is formed with delivery ports 24 that include interior bores 38 that communicate with the internal passage 26 of the injection tube and larger external bores 40 that extend through the exterior surface 27 of the injection tube. The external bores are each angled toward the position of the entrance of a fuel runner that communicates with a cylinder of a combustion engine so that the nitrous oxide and the fuel carried by it are more uniformly distributed to each cylinder.

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 cold start fuel control system is disclosed for use with an internal combustion engine having a plurality of combustion chambers, a source of fuel and an intake manifold having an inlet and an outlet port connected to each combustion chamber. The system includes a cold start fuel injector assembly having an inlet and an outlet to provide a vapor fuel charge during a cold start engine condition. The cold start fuel injector assembly inlet is fluidly connected to the source of fuel. An auxiliary intake manifold has an internal chamber and the cold start fuel injector assembly outlet is fluidly connected to the auxiliary intake manifold chamber. The auxiliary intake manifold chamber is then fluidly connected through a control orifice to each of the combustion chambers at a position downstream from the inlet of the primary intake manifold.

Abstract: A method of operating a direct injected combustion engine having an exhaust system with a conventional three-way catalytic converter, the method including operating the engine with a stoichiometric air/fuel ratio at least substantially across the entire engine operating load range, such that emissions of NOx from the engine are minimised.

Abstract: A fuel injector adapter for providing nitrous oxide to an internal combustion engine is disclosed. The nozzle has a central fuel injector passage that terminates at a first outlet end. Fuel from a fuel injector may be passed through the central fuel injector passage. The nozzle also has an inner annular passage arranged circumferentially around the central fuel injector passage. The inner annular passage terminates at a second outlet end. The nozzle also has an outer annular passage arranged circumferentially around the inner annular passage that terminates at a third outlet end. One or both of the inner and outer annular passages is adapted to pass nitrous oxide through it. The nozzle is adapted to fit between a fuel injector and an engine without substantial modification to the engine.

Abstract: A cold start fuel control system is disclosed for use with an internal combustion engine having at least one combustion chamber, a source of fuel and a primary intake manifold having an inlet and an outlet and fluidly connected between the fuel source and the combustion chamber. The system includes a cold start fuel injector assembly having an inlet and an outlet with the inlet being fluidly connected to the fuel source. An auxiliary intake manifold has an interior chamber which is fluidly connected with each combustion chamber. The outlet from the cold start fuel injector is then fluidly connected to the auxiliary intake manifold so that, upon activation of the cold start fuel injector assembly, a fuel/air is inducted from the cold start fuel injector, through the auxiliary intake manifold and into the engine combustion chambers.

Abstract: In the present invention, in a direct-injection spark ignition internal combustion engine, an air-fuel mixture mass of appropriate density and size is formed in a combustion chamber having a piston bowl with fixed volume, according to an operating condition of the engine. For this purpose, a fuel injection amount is increased according to a rise of an engine load, the momentum of a fuel spray in the axial direction of a cylinder is increased, and also an increase rate of the momentum of a fuel spray in an axial direction of a cylinder is made greater than that of the fuel injection amount.

Abstract: A fuel injector adapter for providing nitrous oxide to an internal combustion engine is disclosed. The nozzle has a fuel injector passage, having a central axis and terminating at an injector outlet, for passing fuel from a fuel injector to an engine. The nozzle also has one or more first auxiliary passages, which may be arranged in an annular pattern around the fuel injector passage, and which terminate at first outlets. The nozzle furthermore may have one or more second auxiliary passages, which also may be arranged in an annular pattern around the fuel injector passage, and which terminate at second outlets. The first auxiliary passages and second auxiliary passages are adapted to supply nitrous oxide or other additional combustion reactants to the engine. The nozzle may be attached to an engine intake and may be adapted to fit between a fuel injector and an engine without substantial modification to the engine.