Abstract: A force transfer arrangement for transferring a force from a rotating camshaft to an output device, that is able to reduce the transversal force on the camshaft. The proposed connection device force transfer arrangement is configured to cause forces to act on the camshaft from substantially opposite directions which effectively produces a resultant force on the camshaft to be close to zero, or at least be reduced compared to prior art force transfer solutions. Thus, the transverse forces on the camshaft and therefore on e.g. bearings supporting the camshaft are reduced thereby the lifetime of the bearings is prolonged.

Abstract: A force transfer arrangement for transferring a force from a rotating camshaft to an output device, that is able to reduce the transversal force on the camshaft. The proposed connection device force transfer arrangement is configured to cause forces to act on the camshaft from substantially opposite directions which effectively produces a resultant force on the camshaft to be close to zero, or at least be reduced compared to prior art force transfer solutions. Thus, the transverse forces on the camshaft and therefore on e.g. bearings supporting the camshaft are reduced thereby the lifetime of the bearings is prolonged.

Abstract: A cylinder deactivation arrangement and method of cylinder deactivation are disclosed for an internal combustion engine having a number of cylinders with at least one intake valve and at least one exhaust valve per cylinder. Each intake valve includes two different lifting levels, wherein the cylinder deactivation arrangement has an even number of cylinders. A first set of cylinders constituted by half of the even number of cylinders have intake valves configured for fully opened and partly opened lifting levels, and a second set of cylinders constituted by the other half of the even number of cylinders have intake valves configured for fully opened and closed lifting levels. The first set of cylinders have exhaust valves configured for fully opened lifting levels and the second set of cylinders have exhaust valves configured for fully opened and closed lifting levels.

Abstract: A cylinder deactivation arrangement and method of cylinder deactivation are disclosed for an internal combustion engine having a number of cylinders with at least one intake valve and at least one exhaust valve per cylinder. Each intake valve includes two different lifting levels, wherein the cylinder deactivation arrangement has an even number of cylinders. A first set of cylinders constituted by half of the even number of cylinders have intake valves configured for fully opened and partly opened lifting levels, and a second set of cylinders constituted by the other half of the even number of cylinders have intake valves configured for fully opened and closed lifting levels. The first set of cylinders have exhaust valves configured for fully opened lifting levels and the second set of cylinders have exhaust valves configured for fully opened and closed lifting levels.

Abstract: A method of calibration of at least one fuel injector for a fuel burner in an exhaust gas treatment system for an internal combustion engine is provided. The method is adapted for an exhaust gas system having the fuel burner mounted upstream of a diesel particle filter (DPF). The method of calibration is performed during an idle speed of the combustion engine, this to assure a constant temperature of the burner during the calibration. Hence, the method is started when a first steady tempera tore is registered in the fuel burner, wherein the at least one fuel injector, is operated with a first pulse width. A first temperature of an exhaust gas is registered directly downstream of the fuel burner. After this first temperature is registered, the pulse width, of the fuel injector changed into a second pulse width, which is different from the first pulse width.

Abstract: A dual fuel engine operates on a gaseous fuel and a liquid fuel. The engine comprises a supply of gaseous fuel controlled by a first valve, a supply of compression ignitable liquid fuel controlled by a second valve, a control unit for controlling the supply of gaseous fuel and liquid fuel to each combustion chamber in the engine, and at least one knock sensor arranged to detect knock in each combustion chamber and to transmit an output signal proportional to the detected level of knock to the control unit. If knock is detected, the amount of gaseous fuel injected will be reduced while the amount of liquid fuel will be increased. The engine control system will subsequently adapt to the lower grade fuel and perform a calibration to operate as close as possible to the knock limit for the particular fuel.

Abstract: A method of calibration of at least one fuel injector for a fuel burner in an exhaust gas treatment system for an internal combustion engine is provided. The method is adapted for an exhaust gas system having the fuel burner mounted upstream of a diesel particle filter (DPF). The method of calibration is performed during an idle speed of the combustion engine, this to assure a constant temperature of the burner during the calibration. Hence, the method is started when a first steady tempera tore is registered in the fuel burner, wherein the at least one fuel injector, is operated with a first pulse width. A first temperature of an exhaust gas is registered directly downstream of the fuel burner. After this first temperature is registered, the pulse width, of the fuel injector changed into a second pulse width, which is different from the first pulse width.

Abstract: A dual fuel engine operates on a gaseous fuel and a liquid fuel. The engine comprises a supply of gaseous fuel controlled by a first valve, a supply of compression ignitable liquid fuel controlled by a second valve, a control unit for controlling the supply of gaseous fuel and liquid fuel to each combustion chamber in the engine, and at least one knock sensor arranged to detect knock in each combustion chamber and to transmit an output signal proportional to the detected level of knock to the control unit. If knock is detected, the amount of gaseous fuel injected will be reduced while the amount of liquid fuel will be increased. The engine control system will subsequently adapt to the lower grade fuel and perform a calibration to operate as close as possible to the knock limit for the particular fuel.

Abstract: Method and arrangement for distributing exhaust gases or gases which are ventilated from a crankcase or an evaporator of a combustion engine having a cylinder head (8) with intake valves and an intake manifold (3) with a flange (9) for mounting on the cylinder head. The intake manifold is provided with at least one collecting channel (11) which extends across each intake pipe of the intake manifold. The ventilation is made by sucking the gases from the collecting channel (11) directly into each intake pipe through a non-return valve (16, 17, 18, 19) arranged in connection with each intake pipe, which non-return valve is controlled by pressure pulses from the intake valves.

Abstract: A supercharged combustion engine including a cylinder block (1), a cylinder head (2) and a crankcase (3) containing oil, an induction air conduit (19, 21, 24) communicating with intake conduits (9) in the cylinder head. The induction air conduit is connected to a supercharging unit (23) and is provided with a throttle valve (26) downstream of the supercharging unit. A first evacuation conduit (40, 42) connects the crankcase, via a pressure regulator (45), to the induction air conduit (19) at a point downstream of the throttle valve for evacuation of blow-by gases from the crankcase. A second evacuation conduit (40, 43) connects the crankcase with the induction air conduit (24) at a point on the intake side of the supercharging unit.

Abstract: A supercharged internal combustion engine with crankcase ventilation, comprising a first evacuation channel for evacuating blow-by gas from the engine crankcase to its intake channel downstream of the throttle, and a second evacuation channel for evacuating blow-by gas from the crankcase to the engine intake channel on the suction side of the compressor. Each evacuation channel is connected to an individual oil separator, a pressure regulator and a non-return valve. Each non-return valve permits free gas flow in the direction from the crankcase, but prevents or limits flow in the opposite direction.

Abstract: A supercharged internal combustion engine with crankcase ventilation, comprising a first evacuation channel for evacuating blow-by gas from the engine crankcase to its intake channel downstream of the throttle, and a second evacuation channel for evacuating blow-by gas from the crankcase to the engine intake channel on the suction side of the compressor. Each evacuation channel is connected to an individual oil separator, a pressure regulator and a non-return valve. Each non-return valve permits free gas flow in the direction from the crankcase, but prevents or limits flow in the opposite direction.

Abstract: Method and arrangement for distributing exhaust gases or gases which are ventilated from a crankcase or an evaporator of a combustion engine having a cylinder head (8) with intake valves and an intake manifold (3) with a flange (9) for mounting on the cylinder head. The intake manifold is provided with at least one collecting channel (11) which extends across each intake pipe of the intake manifold. The ventilation is made by sucking the gases from the collecting channel (11) directly into each intake pipe through a non-return valve (16, 17, 18, 19) arranged in connection with each intake pipe, which non-return valve is controlled by pressure pulses from the intake valves.

Abstract: A supercharged combustion engine including a cylinder block (1), a cylinder head (2) and a crankcase (3) containing oil, an induction air conduit (19, 21, 24) communicating with intake conduits (9) in the cylinder head. The induction air conduit is connected to a supercharging unit (23) and is provided with a throttle valve (26) downstream of the supercharging unit. A first evacuation conduit (40, 42) connects the crankcase, via a pressure regulator (45), to the induction air conduit (19) at a point downstream of the throttle valve for evacuation of blow-by gases from the crankcase. A second evacuation conduit (40, 43) connects the crankcase with the induction air conduit (24) at a point on the intake side of the supercharging unit.