Abstract: A valve operating system for an internal combustion engine, which includes a decompression cam member (47) that is supported on a camshaft (26) and that operates an exhaust valve operating member (29e) in an opening direction of an exhaust valve (17e) in a compression stroke when the engine is started, an exhaust gas recirculation cam member (48) that is supported on the camshaft (26) and that operates the exhaust valve operating member (29e) in the opening direction of the exhaust valve (17e) in an intake stroke when the engine is running at high speed, and a centrifugal mechanism (46) that is mounted on a driven timing rotating member (32) rotating integrally with the valve operating cam (25) and makes the decompression cam member (47) and the exhaust gas recirculation cam member (48) move, wherein the valve operating cam (25) is provided with a recess (39) surrounding the camshaft (26), the recess (39) opening on the face on the other side of the driven timing rotating member (32) and on a base face of the

Abstract: A vibration waveform of a knock-specific frequency component of an internal combustion engine is calculated over a plurality of ignition cycles of the internal combustion engine according to an output of a knock sensor and an output of a crank angle sensor. An actual ignition timing is calculated by detecting a position corresponding to a crank angle at which a standard deviation of the vibration waveform exceeds a predetermined first determination level as a vibration position by combustion of the internal combustion engine.

Abstract: In a fuel injection valve supporting structure, a contact surface being orthogonal to a center axis of a fuel injection valve and opposed to a fuel supply cap is formed in an intermediate portion of the fuel injection valve, a supporting member includes a base plate set on the contact surface and an elastic piece extending from the base plate, the elastic piece includes: a first elastic portion extending from the one end of the base plate and bent upwards in a U-shape; and a second elastic portion extending from the first elastic portion toward the other end while bending upwards, bringing its apex into pressure contact with the fuel supply cap, and making a tip end portion thereof slidably come into contact with the base plate, and a curvature radius of the second elastic portion is set larger than a curvature radius of the first elastic portion.

Abstract: A dual fuel injector utilizes first and second control valves to open and close first and second nozzle outlet sets to inject a first fuel and a second fuel, respectively. The first and second fuels may be natural gas and liquid diesel, respectively. Control over liquid and diesel fuel injection events includes control lines that include F, A, and Z orifices.

Abstract: The invention relates to a method for restarting an internal combustion engine, in which a first cylinder (ZYL1) has a low air level and a second cylinder (ZYL2) has a high air level, and wherein a predefined speed threshold value (ns) is selected as a function of said air levels. A method for the restart is selected and carried out as a function of a comparison of the determined speed (n) of the internal combustion engine with the predefined speed threshold value (ns).

Abstract: When a state in which fuel supply to a combustion chamber of an internal combustion engine is cut is recovered, since a vehicle control device starts the fuel supply by controlling the internal combustion engine at the time that a requested driving force that is being requested becomes the same as an actual driving force that is being actually generated, the vehicle control device can appropriately start the fuel supply when the fuel cut state is recovered. When, for example, the deviation between the requested driving force and the actual driving force becomes within a preset and predetermined range, as the time at which the requested driving force that is being requested becomes the same as the actual driving force that is being actually generated, the vehicle control device starts the fuel supply.

Abstract: Methods, systems, and devices are disclosed for chemically activating a fuel for injection and ignition in a combustion engine. In one aspect, a method to initiate combustion includes transforming an interim fuel substance into constituents including radicals, the interim fuel substance formed by a chemical conversion using a fuel, in which the interim fuel substance has a lower ignition energy than that of the fuel, injecting the constituents into a combustion chamber of an engine, and providing a gaseous fluid including oxidants in the combustion chamber to react with the constituents in a combustion reaction, in which the combustion reaction of the constituents occurs at a reduced energy than that of a combustion reaction of the fuel substance.

Abstract: A gaseous fuel engine combines the efficiencies associated with high compression ratio engines with the attractiveness of fueling with natural gas. Each engine cylinder has an associated fuel injector positioned for direct injection and supplied with gaseous fuel from a high pressure common rail. A separate ignition prechamber is also supplied with natural gas and includes an ignition device. Hot gas generated by igniting a mixture of gaseous fuel and air in the prechamber are used to ignite a much larger charge of gaseous fuel injected into the engine cylinder from the fuel injector. The engine has a compression ratio greater than 14: to 1.

Abstract: Methods and systems are provided for heating a catalyst during engine cold-start conditions. One example embodiment uses positive valve overlap to drive a boosted blow-through airflow through the cylinders of an engine. Fuel is injected with the blow-through airflow during the valve overlap, and also injected into engine cylinders outside the valve overlap. The catalyst is heated by the resulting exothermic reaction of the blow-through airflow with the combustion products and the injected fuel in the exhaust manifold.

Abstract: Systems and methods for fuelling a plurality of cylinders of an internal combustion engine are disclosed. The system includes a dedicated exhaust gas recirculation system for recirculating exhaust gas flow from at least one dedicated cylinder of an engine into an intake system prior to combustion. The system further includes a fueling system to provide a first flow of fuel to each of the plurality of cylinders and a second flow of fuel to each of the dedicated cylinders that is in addition to the first flow of fuel.

Abstract: Systems and methods are provided for reducing coking residues on an injection device of an applied-ignition, direct injection engine. An example system comprises an injection device; an electric heating device integrated with the injection device; a catalytic coating on a surface of the injection device; and a controller suitable to initiate a cleaning mode of the injection device wherein the electric heating device raises the temperature of the injection device. Heating the injection device allows coking residues on the injection device to oxidize in the presence of the catalytic coating.

Abstract: Various methods and systems are provided for determining a surge level of a compressor. In one embodiment, a method for an engine comprises updating a stored estimate of a surge level of a compressor responsive to detection of a surge event.

Abstract: An intake system is provided. The intake system including an intake manifold coupled to an engine and a vacuum port located in said intake manifold and in an air flow path downstream of a throttle body, the vacuum port including a molded flow disruptor including a cross-beam traversing an outlet of the vacuum port. The intake system may further include a vacuum passage coupling the vacuum port to a vehicle subsystem.

Abstract: An exhaust manifold maintains the EGR ratio constant irrespective of a change in shape of the exhaust manifold and includes exhaust gas inlet sections connected to the exhaust ports of respective cylinders of the engine; a main pipe section configured so that exhaust gas entering from the exhaust gas inlet sections is collected inside the main pipe section; an EGR gas taking-out section for extracting, as EGR gas, a part of the exhaust gas; and an exhaust gas discharge section for discharging the exhaust gas. The main pipe section has formed thereon a curved section provided between the exhaust gas inlet sections and curved in a shape protruding to the side opposite the exhaust gas inlet sections. The curved section has a recess which is formed by causing a portion of the outer peripheral surface of the curved section to be recessed toward the inside of the main pipe section.

Abstract: An intake enhancement system for a vehicle includes a chiller bath, a delivery line operatively extended from the chiller bath for tapping at a heat exchanging line of a HVAC system to guide a heat exchanging agent flowing between the chiller bath and the HVAC system, and a cooling line operatively extended from the chiller bath for guiding a cooling agent to flow from the chiller bath toward the internal combustion engine. The chiller bath provides a heat-exchanging place for cooling the cooling agent by the heat exchanging agent. Therefore, the cooling agent is guide to cool the combustion element before the combustion element enters into the internal combustion engine for enhancing an efficiency of the internal combustion engine.

Abstract: Systems and methods for operating an engine with a fuel vapor recovery system are disclosed. In one example approach, a method for an engine with a fuel vapor recovery system including a multi-tubular fuel vapor canister comprises directing air through a first set of adsorbent passages in the fuel vapor canister to purge fuel vapor therefrom while not directing air through a second set of adsorbent passages in the fuel vapor canister; and directing air through the second set of adsorbent passages to purge fuel vapor therefrom while not directing air through the first set of adsorbent passages.

Abstract: A fuel injection control system is provided. The fuel injection control system comprises a first injector and a second injector positioned upstream of the first injector; a memory section which contains a map for defining a correspondence between a running state of an engine and first and second fuel injection ratios; a fuel injection ratio setting section for setting the first fuel injection ratio as a first set value and the second fuel injection ratio as a second set value; and a fuel injection ratio compensation section for making compensation such that the first set value is greater than a value of the first fuel injection ratio derived from the map, when a condition in which the second fuel injection ratio read out from the map is greater in magnitude than a predetermined determination criterion is met.

Abstract: An embodiment (control apparatus) of an air-fuel ratio control apparatus according to the present invention determines, based on an output value Voxs of a downstream air-fuel ratio sensor 56 disposed at a position downstream of a three-way catalyst 43, which air-fuel request is occurring, a rich request or a lean request. The control apparatus sets an air-fuel ratio of each cylinder (cylinder-by-cylinder air-fuel ratio) to a rich air-fuel ratio when the rich request is occurring, and sets the cylinder-by-cylinder air-fuel ratio to a lean air-fuel ratio when the lean request is occurring.

Abstract: An engine system comprising an accelerator device which is operable to increase the amount of fuel delivered to the engine for combustion; an exhaust gas recirculation system for removing exhaust gas from the engine and recirculating a portion of the exhaust gas to the engine; and an oxygen delivery apparatus adapted to deliver oxygen to the engine in response to operation of the accelerator device. Using this system, performance losses from EGR can be abated by introducing compensatory oxygen.

Abstract: In a laser ignition apparatus, a focusing optical element is configured to focus a pulsed laser light to a predetermined focal point in a combustion chamber of an engine. An optical window member is arranged on the combustion chamber side of the focusing optical element so as to separate the focusing optical element from the combustion chamber. A catoptric-light focal point, at which a catoptric light is to be focused, is positioned on the anti-combustion chamber side of a combustion chamber-side end surface of the optical window member. The catoptric light results from the reflection of the pulsed laser light by a pseudo mirror that is formed by the optical window member when the combustion chamber-side end surface thereof is fouled with contaminants. Further, the catoptric-light focal point falls in a region where no solid material forming either the focusing optical element or the optical window member exists.