Abstract: An air intake port (10) for a lean-burn gasoline engine (110) comprises an air inlet (14), at least one air outlet (15a, 15b), and an air channel connecting the air inlet (14) to the at least one air outlet (15a, 15b). The air channel comprises an air channel floor (42) and an air channel ceiling (41). The air channel floor (42) is at least substantially flat in a direction of air flow in a region adjacent to the air outlet (15a, 15b).

Abstract: A lean-burn gasoline engine (110), comprising an air intake port having an air intake port inlet, an air intake port outlet, and an air channel (45) connecting the air intake port inlet to the air intake port outlet, a combustion chamber (50) having a combustion chamber inlet being connected to the air intake port outlet, the combustion chamber inlet having a throat where the air intake port outlet meets the combustion chamber inlet, a movable valve (51) comprising a valve head top surface (62) that faces the air intake port and a valve stem (63), the movable valve (51) being arranged to move between a closed state for closing off the combustion chamber inlet and an opened state wherein intake air can flow from the air intake port into the combustion chamber (50), a valve guide opening (69) in a wall of the air channel opposite the top surface (62) of the movable valve (51), and a valve guide passage (66) extending into the wall and away from the valve guide opening (69), the valve guide passage (66) housing

Abstract: The combustion chamber inlet of a lean-burn gasoline engine (110) is connected to an air intake port outlet (15a, 15b) and comprises a throat where the air intake port (10) outlet meets the combustion chamber inlet. A movable valve (51) comprises a bottom surface (61) that faces the combustion chamber (50) and a tapered top surface (62) that faces the air intake port (10). The movable valve (51) is arranged to move between a closed state for closing off the combustion chamber inlet and an opened state wherein intake air can flow from the air intake port (10) into the combustion chamber (50). The throat comprises a tapered surface (71) that is complementary with the tapered top surface (62) of the movable valve (51).

Abstract: An air intake port (10) for a lean-burn gasoline engine (110) comprises an air inlet (14), two air outlets (15a, 15b), and an air channel connecting the air inlet (14) to the two air outlets (15a, 15b) and comprising an upstream common duct (11) and two downstream port legs (12a, 12b), the two downstream port legs (12a, 12b) branching off from the common duct (11) at a bifurcation point (13). A total cross section of the air intake port (10) gradually decreases between the air inlet (14) and the two air outlets (15a, 15b). A gradient of decrease of the total cross section is locally reduced in a region adjacent the bifurcation point (13).

Abstract: A lean-burn gasoline engine (110), comprising an air intake port having an air intake port inlet, an air intake port outlet, and an air channel (45) connecting the air intake port inlet to the air intake port outlet, a combustion chamber (50) having a combustion chamber inlet being connected to the air intake port outlet, the combustion chamber inlet having a throat where the air intake port outlet meets the combustion chamber inlet, a movable valve (51) comprising a valve head top surface (62) that faces the air intake port and a valve stem (63), the movable valve (51) being arranged to move between a closed state for closing off the combustion chamber inlet and an opened state wherein intake air can flow from the air intake port into the combustion chamber (50), a valve guide opening (69) in a wall of the air channel opposite the top surface (62) of the movable valve (51), and a valve guide passage (66) extending into the wall and away from the valve guide opening (69), the valve guide passage (66) housing

Abstract: An air intake port (10) for a lean-burn gasoline engine (110) comprises an air inlet (14), at least one air outlet (15a, 15b), and an air channel connecting the air inlet (14) to the at least one air outlet (15a, 15b). The air channel comprises an air channel floor (42) and an air channel ceiling (41). The air channel floor (42) is at least substantially flat in a direction of air flow in a region adjacent to the air outlet (15a, 15b).

Abstract: A piston for a lean-burn gasoline engine comprising a cylinder, an air inlet and an exhaust outlet, wherein the air inlet and the exhaust outlet are arranged about a longitudinal axis of the cylinder. The piston comprises a central axis which is aligned with the longitudinal axis of the cylinder. The working surface (79) of the piston (454) comprises a central dished portion and an outer sloped portion surrounded by an outer sloped portion. A first pair of valve pockets (444a, 444b) are located in the outer sloped portion on a first side of the dished portion, and a second pair of valve pockets (445a, 445b) located in the outer sloped portion on the second side of the dished portion. The dished portion comprises a ramp protuberance located between the first pair of valve pockets. The dished portion is configured to promote tumble of air flow into the cylinder from the air inlet, in use during an intake stroke of the piston.

Abstract: A lean-burn gasoline engine (110) is described, which comprises an air intake port having an air intake port inlet, an air intake port outlet, and an air channel (45) connecting the air intake port inlet to the air intake port outlet, a combustion chamber (50) having a combustion chamber inlet being connected to the air intake port outlet, the combustion chamber inlet having a throat where the air intake port outlet meets the combustion chamber inlet, a movable valve (51) comprising a valve head bottom surface (61) that faces the combustion chamber (50), a valve head top surface (62) that faces the air intake port and a valve stem (53), the movable valve (51) being arranged to move between a closed state for closing off the combustion chamber inlet and an opened state wherein intake air can flow from the air intake port into the combustion chamber (50), and a valve guide opening (69) in an upper wall of the air channel opposite the top surface (62) of the movable valve (51), and a valve guide passage (66) ext

Abstract: An air intake port (10) for a lean-burn gasoline engine (110) comprises an air inlet (14), two air outlets (15a, 15b), and an air channel connecting the air inlet (14) to the two air outlets (15a, 15b) and comprising an upstream common duct (11) and two downstream port legs (12a, 12b), the two downstream port legs (12a, 12b) branching off from the common duct (11) at a bifurcation point (13). A total cross section of the air intake port (10) gradually decreases between the air inlet (14) and the two air outlets (15a, 15b). A gradient of decrease of the total cross section is locally reduced in a region adjacent the bifurcation point (13).

Abstract: The combustion chamber inlet of a lean-burn gasoline engine (110) is connected to an air intake port outlet (15a, 15b) and comprises a throat where the air intake port (10) outlet meets the combustion chamber inlet. A movable valve (51) comprises a bottom surface (61) that faces the combustion chamber (50) and a tapered top surface (62) that faces the air intake port (10). The movable valve (51) is arranged to move between a closed state for closing off the combustion chamber inlet and an opened state wherein intake air can flow from the air intake port (10) into the combustion chamber (50). The throat comprises a tapered surface (71) that is complementary with the tapered top surface (62) of the movable valve (51).

Abstract: An engine control unit (400) for a full hybrid engine (100, 101) is provided. The full hybrid engine (100, 101) comprises an internal combustion engine (110) and an electric motor (120). The internal combustion engine (110) is coupled to the drivetrain via a clutch (130). The engine control unit (400) is configured to operate the internal combustion engine (110) in a lean-burn mode, to determine a current load level of the full hybrid engine (100, 101), and to compare the current load level to a lean-burn load threshold (210). The lean-burn load threshold (210) defines a load level below which stable operation of the internal combustion engine (110) in the lean-burn mode is impossible and/or undesirable. If the current load level of the full hybrid engine (100, 101) is below the lean-burn load threshold (210), the internal combustion engine (110) is decoupled from the drivetrain and the full hybrid engine (100, 101) is operated in an electric mode.

Abstract: An engine system includes an electronically controlled compression ignition engine configured to burn diesel fuel to produce an exhaust with a temperature and NOx to soot ratio. An aftertreatment system is fluidly connected to the engine and includes a diesel oxidation catalyst, a reductant supply, and a diesel particulate filter coated with a NOx reduction catalyst but not the diesel oxidation catalyst. A soot load density in the diesel particulate filter is stabilized by oxidizing soot at about a same rate as the compression ignition engine is supplying soot to the aftertreatment system without active regeneration. A NOx reduction reaction is catalyzed by the NOx reduction catalyst on the diesel particulate filter.

Abstract: An engine system includes an electronically controlled compression ignition engine configured to burn diesel fuel to produce an exhaust with a temperature and NOx to soot ratio. An aftertreatment system is fluidly connected to the engine and includes a diesel oxidation catalyst, a reductant supply, and a diesel particulate filter coated with a NOx reduction catalyst but not the diesel oxidation catalyst. A soot load density in the diesel particulate filter is stabilized by oxidizing soot at about a same rate as the compression ignition engine is supplying soot to the aftertreatment system without active regeneration. A NOx reduction reaction is catalyzed by the NOx reduction catalyst on the diesel particulate filter.