Abstract: A compression ignition engine (10) operates to fuel an engine cylinder (12) to create an in-cylinder air-fuel charge and to cause that charge to autoignite. A fuel injector (20) operates to inject fuel into the engine cylinder for substantially the entire duration of a first phase (24) of fuel injection at substantially the maximum injection pressure that the fuel injector can deliver to create a premixed fraction of the in-cylinder air-fuel charge prior to autoignition. As the first phase ends, fuel injection transitions to a second phase (26) which commences in advance of autoignition. During the second phase, the fuel injector injects fuel into the engine cylinder at a rate of injection that is significantly less than the rate of injection used during the first phase.

Abstract: A unit fuel injector (10) has a control valve (40) in which a valve spool (92) is displaceable within a bore (91) of a valve body (90) between a limit of displacement that fully opens an oil outlet port (42) to an oil inlet port (44) while closing an oil drain port (106) to the oil outlet port and a limit of displacement that closes the oil outlet port to the oil inlet port while opening the oil outlet port to the oil drain port. The valve spool has a spool body (96) whose geometry defines an exterior envelope of the valve spool. Permanent magnets (98, 100) are disposed within a bore of the spool body inside of the exterior envelope, and electromagnets (102, 104) are electromagnetically coupled with the permanent magnets for displacing the valve spool within the valve body bore.

Abstract: An exhaust gas recirculation system for an engine having an exhaust system includes an EGR cooler in fluid communication with an exhaust manifold. The EGR cooler receives a portion of the engine's exhaust gas. A cooled EGR passage is downstream of the EGR cooler, and an air intake line is in fluid communication with an intake manifold. A collecting vessel is located at or downstream of the EGR cooler for receiving condensate, and a condensate evacuation line is in fluid communication with the collecting vessel for receiving condensate from the collecting vessel.

Abstract: A unit fuel injector (10) has a control valve (40) in which a valve spool (92) is displaceable within a bore (91) of a valve body (90) between a limit of displacement that fully opens an oil outlet port (42) to an oil inlet port (44) while closing an oil drain port (106) to the oil outlet port and a limit of displacement that closes the oil outlet port to the oil inlet port while opening the oil outlet port to the oil drain port. The valve spool has a spool body (96) whose geometry defines an exterior envelope of the valve spool. Permanent magnets (98, 100) are disposed within a bore of the spool body inside of the exterior envelope, and electromagnets (102, 104) are electromagnetically coupled with the permanent magnets for displacing the valve spool within the valve body bore.

Abstract: A nozzle (10) for a fuel injector of an engine includes a generally cylindrical housing (16) having a valve passage (28) disposed generally longitudinally along the centerline C of the housing and extending from a top surface (12) of the housing. An annular groove (40) is disposed in the top surface (12) of the housing (16) and is concentrically disposed about the valve passage (28). A plurality of high pressure passages (44) are disposed in the annular groove (40). The high pressure passages (44) fluidly communicate with the valve passage at a junction chamber (34). A nozzle tip (24) is in fluid communication with the junction chamber (34).

Abstract: A nozzle (10) for a fuel injector of an engine includes a generally cylindrical housing (16) having a valve passage (28) disposed generally longitudinally along the centerline C of the housing and extending from a top surface (12) of the housing. An annular groove (40) is disposed in the top surface (12) of the housing (16) and is concentrically disposed about the valve passage (28). A plurality of high pressure passages (44) are disposed in the annular groove (40). The high pressure passages (44) fluidly communicate with the valve passage at a junction chamber (34). A nozzle tip (24) is in fluid communication with the junction chamber (34).

Abstract: An inlet air booster system for increasing turbocharger response time by utilizing compressed air from an engine driven compressor. Compressed air used to supply air for air braking system is channeled into an air tank to provide a boost of compressed air into the intake manifold. The inlet air booster system comprises an air booster ring disposed around a manifold inlet supply pipe, an air supply source, and a control valve. Compressed air from the air tank flows along a compressed air supply pipe regulated by a control valve, which in its open position allows air flow to the air booster ring. The air booster ring comprises an air chamber and a plurality of nozzles angled towards the direction of intake gas flow to provide a burst of compressed air into the intake manifold. The angled flow of compressed air enhances the flow of intake air into the intake manifold.

Abstract: An exhaust gas recirculation system for an engine having an exhaust system includes an EGR cooler in fluid communication with an exhaust manifold. The EGR cooler receives a portion of the engine's exhaust gas. A cooled EGR passage is downstream of the EGR cooler, and an air intake line is in fluid communication with an intake manifold. A collecting vessel is located at or downstream of the EGR cooler for receiving condensate, and a condensate evacuation line is in fluid communication with the collecting vessel for receiving condensate from the collecting vessel.

Abstract: The present invention modifies the outlet holes of a fuel injector for injecting fuel into a cylinder of an internal combustion engine. In the present invention, the outside opening of the outlet holes are modified in a manner that increases the outside opening, making the outside opening larger than the inside opening and creating an intermediate opening, which is recessed with the needle housing.

Abstract: A valve (50) selectively shunts exhaust gas around a stage (20T) of a turbocharger turbine (20) under control of a control system that selectively renders an EGR system (38) active and inactive and that develops a value for a set-point of operation for the valve. The control system comprises a first map set (60, 142) containing data that the control system uses to the exclusion of data in a second map set (80, 148) to develop the set-point value when the EGR system is active. When the EGR system is inactive, the control system uses the data in the second map set to the exclusion of the data in the first map set to develop the set-point value.