Abstract: An internal combustion engine, particularly suitable for a motor vehicle, is provided with a plurality of combustion cylinders, at least a first exhaust manifold and a second exhaust manifold and at least one intake manifold. Each exhaust manifold is coupled with a plurality of the combustion cylinders. Each intake manifold is coupled with a plurality of the combustion cylinders. A first turbocharger includes a first turbine having at least one inlet and an outlet, and a first compressor having an inlet and an outlet. The at least one first turbine inlet is fluidly coupled with the first exhaust manifold and includes a controllable, variable intake nozzle. A second turbocharger includes a second turbine having an inlet and an outlet, and a second compressor having an inlet and an outlet. The second turbine inlet is fluidly coupled with the second exhaust manifold. The first compressor outlet is fluidly coupled with the second compressor inlet.

Abstract: An internal combustion engine, particularly suitable for a vehicle, is provided with a plurality of combustion cylinders, at least a first exhaust manifold and a second exhaust manifold and at least one intake manifold. Each exhaust manifold is coupled with a plurality of the combustion cylinders. Each intake manifold is coupled with a plurality of the combustion cylinders. A first turbocharger includes a first turbine having at least one inlet and an outlet, and a first compressor having an inlet and an outlet. Then at least one first turbine inlet has a controllable, variable intake nozzle fluidly coupled with the first exhaust manifold. A second turbocharger includes a second turbine having an inlet and an outlet, and a second compressor having an inlet and an outlet. The second turbine inlet has a controllable, variable intake nozzle fluidly coupled with the second exhaust manifold. The first compressor outlet is fluidly coupled with the second compressor inlet.

Abstract: An internal combustion engine, particularly suitable for a motor vehicle, is provided with a plurality of combustion cylinders, at least a first exhaust manifold and a second exhaust manifold and at least one intake manifold. Each exhaust manifold is coupled with a plurality of the combustion cylinders. Each intake manifold is coupled with a plurality of the combustion cylinders. A first turbocharger includes a first turbine having at least one inlet and an outlet, and a first compressor having an inlet and an outlet. The at least one first turbine inlet is fluidly coupled with the first exhaust manifold. A second turbocharger includes a second turbine having an inlet and an outlet, and a second compressor having an inlet and an outlet. The second turbine inlet is fluidly coupled with the second exhaust manifold and includes a controllable, variable intake nozzle. The first compressor outlet is fluidly coupled with the second compressor inlet.

Abstract: An internal combustion engine, particularly suitable for a motor vehicle, is provided with a plurality of combustion cylinders, at least a first exhaust manifold and a second exhaust manifold and at least one intake manifold. Each exhaust manifold is coupled with a plurality of the combustion cylinders. Each intake manifold is coupled with a plurality of the combustion cylinders. A first turbocharger includes a first turbine having at least one inlet and an outlet, and a first compressor having an inlet and an outlet. The at least one first turbine inlet is fluidly coupled with the first exhaust manifold. A second turbocharger includes a second turbine having an inlet and an outlet, and a second compressor having an inlet and an outlet. The second turbine inlet is fluidly coupled with the second exhaust manifold and includes a controllable, variable intake nozzle. The first compressor outlet is fluidly coupled with the second compressor inlet.

Abstract: The present invention improves operation of a compression ignition engine using a fuel emulsion. Fuel emulsions tend to separate at high temperatures and pressures as a surfactant in the emulsion looses its effectiveness. The present invention employs a fuel cooling device to reduce the fuel emulsion temperature before returning the fuel emulsion to a fuel tank.

Abstract: Reduction of nitrogen oxide emissions during operation of an engine is achieved by using a fuel mixture therein which includes a gaseous fuel and an emulsified pilot fuel. The method includes the steps of (i) advancing air into a combustion chamber of the engine, (ii) advancing a gaseous fuel into the combustion chamber, (iii) injecting an emulsified pilot fuel into the combustion chamber, wherein the emulsified pilot fuel includes water and liquid fuel, and (iv) compressing a mixture which includes (A) the air, (B) the gaseous fuel, and (C) the emulsified pilot fuel within the combustion chamber during a compression stroke of the engine, whereby heat generated by compression of the mixture causes the emulsified pilot fuel to combust so as to ignite the gaseous fuel.

Abstract: An exhaust gas recirculation system, particularly suitable for use in an internal combustion engine, is provided with a plurality of combustion cylinders, at least one exhaust manifold, and at least one intake manifold. Each exhaust manifold is coupled with a plurality of the combustion cylinders, and each intake manifold is coupled with a plurality of combustion cylinders. A first turbocharger includes a first turbine having at least one inlet and an outlet, and a first compressor having an inlet and an outlet. The at least one first turbine inlet is fluidly coupled with a corresponding exhaust manifold. A second turbocharger includes a second turbine having at least one inlet and an outlet, and a second compressor having an inlet and an outlet. The at least one second turbine inlet is fluidly coupled with a corresponding exhaust manifold. A valve assembly includes an inlet, a first outlet and a second outlet.

Abstract: The present invention is an apparatus for controlling a variable geometry turbocharger (VGT) in closed loop and open loop modes, and a switching mechanism for determining whether open loop or closed loop control laws should be used. In the closed loop mode, a correction factor, obtained from a pressure correction map based on engine speed and atmospheric pressure, is subtracted from the desired boost pressure to prevent overspeed of the turbocharger at lower atmospheric pressures. The actual boost pressure is then compared to the desired boost pressure after correction to obtain a boost pressure error signal. The boost pressure error signal is used as an input to a proportional integral differential control law that responsively produces a desired VGT vane position. A minimum limit on the desired VGT vane position is based on engine speed and fuel quantity, whereas a maximum allowable vane position may be a predetermined constant or function.

Abstract: Past exhaust emission control systems fail to utilize exhaust gas recirculation during all operating parameters of an engine. The present exhaust gas recirculation system reduces the emissions emitted from an engine during all operating parameters of the engine. The engine has a cylinder, a rotatable crankshaft and a turbocharger defining a compressor section compressing a flow of intake air to a first preestablished pressure and being driven by a flow of exhaust gas having a first preestablished pressure. The exhaust gas recirculation system is comprised of a portion of the flow of exhaust gas being recirculated back to the cylinder and forming a flow of exhaust gas recirculation. The flow of exhaust gas recirculation is cooled. The flow of exhaust gas recirculation is mixed with exhaust gas and compressed to a second preestablished pressure by the positive displacement pump.

Abstract: An exhaust gas recirculation (EGR) system for a turbo-charged internal combustion engine is provided. The EGR system includes a recirculation conduit for recirculating a volume of exhaust gas from the exhaust manifold to the intake manifold; a cooling air conduit for transporting a flow of cooling air; and a gas-to-air heat exchanger disposed in operative association with the recirculation conduit and the cooling air conduit and adapted for cooling the volume of recirculated exhaust gas in the recirculation conduit. The cooling air passing through the gas-to air heat exchanger can be diverted from the pressurized intake air, cooled (ATAAC) air, or even fresh ambient air obtained from a source external to said engine and which optionally may be forcibly directed through the heat exchanger via a blower.

Abstract: Past exhaust emission control systems fail to utilize exhaust gas recirculation during all operating parameters of an engine. The present exhaust gas recirculation system reduces the emissions emitted from an engine during all operating parameters of the engine. The engine includes a cylinder, a rotatable crankshaft and a turbocharger defining a compressor section compressing a flow of intake air to a first preestablished pressure and being driven by a flow of exhaust gas having a first preestablished pressure. The exhaust gas recirculation system is comprised of a portion of the flow of exhaust gas being recirculated to the cylinder and forming a flow of recirculated exhaust gas. The flow of recirculated exhaust gas is cooled. The flow of recirculated exhaust gas is compressed to a second preestablished pressure being at least equal to the first preestablished pressure of the intake air. And, a quantity of the flow of recirculated exhaust gas is controlled depending on the operating parameter of the engine.

Abstract: A system and method for exhaust gas recirculation (EGR) in a heavy-duty diesel engine is disclosed. The disclosed EGR system comprises an EGR conduit, an EGR valve, an EGR cooler, and an EGR driver such as an auxiliary compressor driven by the exhaust gas driven turbine of the engine to forcibly drive the recirculated exhaust gas from the exhaust manifold via an EGR conduit to the intake manifold when the EGR valve is open. The disclosed EGR system also includes an EGR bypass conduit, the flow through which is governed by an electronically controlled EGR bypass valve. The EGR system also includes an ECM that controls the EGR bypass valve such that a flow of exhaust gas is directed through the EGR conduit and EGR driver during selected engine operating conditions where the primary EGR valve is open (i.e. EGR is on) and directs a flow of air from the intake through the EGR bypass conduit and EGR driver when EGR valve is closed (i.e. EGR is off).

Abstract: Past exhaust emission control systems fail to utilize exhaust gas recirculation during all operating parameters of an engine. The present exhaust gas recirculation system reduces the emissions emitted from an engine during all operating parameters of the engine. The engine has a flow of intake air being at a first preestablished pressure and a flow of exhaust gas being at a first preestablished pressure being less that said first preestablished pressure of said intake air. The exhaust gas recirculation system is comprised of a portion of the flow of exhaust gas being recirculated to the cylinder and forming a flow of exhaust gas recirculation. The flow of exhaust gas recirculation is cooled. The flow of exhaust gas recirculation is compressed to a second preestablished pressure by a positive displacement pump. The second preestablished pressure of the flow of exhaust gas recirculation is at least equal to the first preestablished pressure of the intake air.

Abstract: Past exhaust emission control systems fail to utilize exhaust gas recirculation during all operating parameters of an engine. The present exhaust gas recirculation system reduces the emissions emitted from an engine during all operating parameters of the engine. The engine includes a cylinder, a rotatable crankshaft and a turbocharger defining a compressor section compressing a flow of intake air to a first preestablished pressure and being driven by a flow of exhaust gas having a first preestablished pressure. The exhaust gas recirculation system is comprised of a portion of the flow of exhaust gas being recirculated to the cylinder and forming a flow of recirculated exhaust gas. The flow of recirculated exhaust gas is cooled. A portion of the flow of intake air is compressed to a second preestablished pressure. The flow of recirculated exhaust gas is compressed to a second preestablished pressure being at least as great as the first preestablished pressure of the intake air.

Abstract: A method of operating a diesel engine which overcomes problems encountered during use of a low cetane fuel with long ignition delays is disclosed. The method provides for a staged injection of an emulsified diesel fuel into the combustion chamber of the diesel engine. In particular, the method includes the steps of (A) injecting a pilot volume of an emulsified diesel fuel into a combustion chamber of the diesel engine, wherein the emulsified diesel fuel includes water and diesel fuel, (B) compressing the pilot volume of the emulsified diesel fuel within the combustion chamber during a compression stroke of the diesel engine, and (C) injecting a main volume of the emulsified diesel fuel into the combustion chamber of the diesel engine, whereby heat generated by compression of the pilot volume of the emulsified diesel fuel causes the pilot volume of the emulsified diesel fuel to combust so as to ignite the main volume of the emulsified diesel fuel.

Abstract: Past exhaust emission control systems have failed to cool the exhaust gas prior to mixing with the intake air. The present exhaust gas recirculation system cools a flow of exhaust gas with a common coolant being used to cool an engine prior to mixing the flow of exhaust gas with a flow of intake air. The present exhaust gas recirculation system includes a control system for monitoring an operating parameter of an engine. The control system interprets a signal sensing the operating parameter within a controller and the controller causes an exhaust valve regulator to move between an open position and a closed position. Additionally, a plurality of paths or maps, for example, one being a normal coolant temperature strategy and another being a high coolant temperature strategy is used. In the normal coolant temperature strategy, with the exhaust valve regulator in the open position the supply of fuel to the engine would be advanced.

Abstract: A fuel emulsion blending system and method for operating the same is provided. The disclosed embodiments of the fuel emulsion blending system includes a plurality of fluid circuits, including a hydrocarbon circuit, a fuel emulsion additive circuit, a water circuit and an optional alcohol/methanol circuit. Each of the inlet circuits are adapted for receiving the identified ingredient from a suitable source which optionally may be included as part of the blending system. The disclosed blending system further includes a first blending station adapted to mix the hydrocarbon fuel and fuel emulsion additives and a second blending station adapted to mix the hydrocarbon fuel and additive mixture received from the first blending station together with the water received from the source of water. The disclosed blending system further includes an emulsification station downstream of the blending stations which is adapted to emulsify the mixture of hydrocarbon fuel, additives and water to yield a stable fuel emulsion.

Abstract: A fuel recirculation system is provided that includes a fuel tank, a fuel delivery circuit for transporting fuel between the fuel tank and an internal combustion engine, a fuel recirculation circuit coupled with the fuel delivery circuit upstream of the engine and adapted for recirculating the fuel back to the fuel tank periodically. The present fuel recirculation system also includes a fuel pump, the capacity of which is sufficient to supply the required fuel to the engine via the fuel delivery circuit and recirculate the remaining volume of fuel by way of the fuel recirculation circuit periodically (e.g. once every 24 hours).

Abstract: A method and system for the control of the fuel injection timing in an internal combustion engine using a low cetane quality fuel such as an aqueous fuel emulsion is provided. The disclosed system includes a compression ignition engine adapted to receive a prescribed supply of an aqueous fuel emulsion. The prescribed supply of fuel is preferably determined by an fuel system control unit as a function of one or more engine operating parameters. The disclosed system also includes an exhaust sensor located proximate the engine exhaust so as to detect the presence and level of selected exhaust products, such as carbon monoxide, in the engine exhaust. The level of carbon monoxide or other such exhaust product, as measured by the sensor, is input to the engine control unit where it is processed together with various other engine operating parameters to produce a prescribed fuel injection timing signal which operatively controls the fuel injection timing.

Abstract: A system and method for the identification of the fuel being transported within a fuel delivery system of an internal combustion engine that may utilize an advanced fuel such as a fuel in water emulsion is provided. The identification of the fuel is accomplished using a fuel identification sensor that distinguishes the fuel type based on differences in optical properties, electrical properties, physical properties, or other characteristics between an aqueous fuel emulsion and a conventional fuel. The disclosed fuel identification device is readily incorporated in an anti-tampering device for preventing the use of a conventional fuel, such as diesel fuel, in an engine designed and certified for aqueous fuel emulsions.