Abstract: Methods and systems are described for a hybrid vehicle with a passive prechamber combustion engine. The system includes a passive prechamber combustion engine, an electric motor, and a controller communicatively coupled to the combustion engine and the electric motor. The combustion engine is configured to operate at engine loads satisfying a load threshold. The controller is configured to determine whether an engine load falls below the load threshold. The controller is configured to select the electric motor to propel the vehicle. The controller is configured to determine whether the engine load satisfies the load threshold. The controller is configured to select the combustion engine to propel the vehicle for providing efficient fuel consumption associated with prechamber ignition in response to determining that the engine load satisfies the load threshold.

Abstract: A hybrid electric vehicle (HEV) for multiple operation modes includes: a gasoline diffusion flame (GDF) combustion engine configured to perform gasoline diffusion flame combustion; a motor-generator operatively connected to the GDF combustion engine and configured to selectively drive the HEV with electric power of a battery or generate electric power to charge the battery; and a multi-mode controller including a processor and configured to receive operating conditions of the GDF combustion engine and the motor-generator and define a plurality of mode operating regions based on the received operating conditions. In particular, the plurality of mode operating regions includes: an electric vehicle (EV) only mode operating region, a GDF mode operating region where the GDF combustion engine operates and drives the HEV while the motor-generator stops, and a GDF+EV mode operating region where the motor-generator assists the operation of the GDF combustion engine to drive the HEV.

Abstract: A hybrid electric vehicle (HEV) for multiple operation modes includes: a gasoline diffusion flame (GDF) combustion engine configured to perform gasoline diffusion flame combustion; a motor-generator operatively connected to the GDF combustion engine and configured to selectively drive the HEV with electric power of a battery or generate electric power to charge the battery; and a multi-mode controller including a processor and configured to receive operating conditions of the GDF combustion engine and the motor-generator and define a plurality of mode operating regions based on the received operating conditions. In particular, the plurality of mode operating regions includes: an electric vehicle (EV) only mode operating region, a GDF mode operating region where the GDF combustion engine operates and drives the HEV while the motor-generator stops, and a GDF+EV mode operating region where the motor-generator assists the operation of the GDF combustion engine to drive the HEV.

Abstract: Methods and systems are described for combustion engine mode optimization. The system includes a combustion engine, a fuel delivery system, and a controller communicatively coupled to the combustion engine and the fuel delivery system. The controller selects a low temperature combustion mode based on the combustion engine being warmer than a predetermined temperature and low load conditions on the combustion engine. The low temperature combustion mode includes instructions that reduces an intake valve opening duration and an exhaust valve opening duration. The controller reduces the intake valve opening duration and the exhaust valve opening duration to create a delay between an intake valve opening duration and an exhaust valve opening duration in response to selecting the low temperature combustion mode. The delay increases a residual gas temperature in the combustion chamber and induces auto-ignition of fuel in the combustion chamber.

Abstract: An ignition promoter assembly includes: an ignition device to ignite a mixture of fuel and air; and a passive pre-chamber body that defines: a cylindrical fitting space into which the ignition device is inserted, and a secondary combustion space along with an end of the inserted ignition device. In particular, the passive pre-chamber body fluidly communicates with a main combustion chamber disposed outside an exterior surface of the passive pre-chamber body through a flow channel, and the passive pre-chamber body includes: a cylindrical main body portion defining the cylindrical fitting space; and an end portion continuously extended from the cylindrical main body portion and at least partially exposed to the main combustion chamber. In particular, the flow channel is formed in the end portion of the passive pre-chamber body, and a volume of the cylindrical fitting space is greater than a volume of the secondary combustion space.

Abstract: An ignition system for an engine of a vehicle, comprising: a spark plug which includes: a central electrode electrically connected to an ignition coil, and a ground electrode, where the spark plug ignites a mixture of fuel and air in a normal mode of the engine; a high speed pulser to ignite the mixture of fuel and air in a lean-burn mode of the engine; a pulser controller to control the high speed pulser to ignite the mixture of fuel and air in the lean-burn mode of the engine; an engine control unit (ECU) that determines the normal and lean-burn modes based on an engine speed and an engine load, and controls the pulser controller and an ignition of the spark plug based on a determined mode among the normal mode and the lean-burn mode.

Abstract: An exhaust gas recirculation (EGR) system is employed in a supercritically fueled direct-injection compression ignition engine system. The EGR system may include multiple stages, where a portion of exhaust gas is diverted from upstream of a turbine of a turbocharger and a second portion is diverted from downstream of the turbine.

Abstract: Embodiments of the invention are directed toward a fuel injection system for a variable temperature and pressure direct injection engine, comprising: a high-pressure fuel pump capable of providing fuel at a pressure between 100 bar and 800 bar; a fuel heater for heating the fuel from 50° C. to 500° C.; and a common fuel rail operatively connected to at least one direct injector for injecting heated fuel into a cylinder of the engine.