Abstract: A two stage mixing system mixes intake air with exhaust gases for exhaust gas recirculation (EGR) in an internal combustion engine. The two stage mixing system may have a two stage mixing device connected to an intake air conduit, a supply conduit, and an EGR conduit. The two stage mixing device may have a plenum disposed around a mixing conduit, which is connected to the intake air conduit and the supply conduit. The plenum is connected to one or more cross conduits and to the EGR conduit. The cross conduits extend across a mixing chamber formed by the mixing conduit. The cross conduits generate a higher velocity region in the intake air. The cross conduits direct the exhaust gases through one or more outlets into the higher velocity region. The cross conduits generate a vortex field in the exhaust gases and intake air. The exhaust gases mix with the intake air in the higher velocity region and in the vortex field.

Abstract: A compression ignition engine (20) has a control system (26) for processing data, one or more combustion chambers (22), and fuel injectors (24) for injecting fuel into the combustion chambers. The control system controls fueling using a result of the processing of certain data, such as engine speed and engine load.

Abstract: A compression ignition engine (20) has a control system (26) for processing data, one or more combustion chambers (22), and fuel injectors (24) for injecting fuel into the combustion chambers. The control system controls fueling using a result of the processing of certain data, such as engine speed and engine load, to select one of two fueling modes (HCCI, HCCI-CD) for operating the engine. When the result of the processing selects the HCCI mode, the engine is fueled to cause homogeneous-charge compression-ignition (HCCI) combustion within the combustion chambers. When the result of the processing selects the HCCI-CD mode, the engine is fueled to create a substantially homogeneous combustible charge within each combustion chamber that is compressed to auto-ignition, and after auto-ignition, more fuel is injected to provide additional combustion in the manner of the conventional diesel combustion.

Abstract: An engine (10) utilizes “regular EGR cooling” when operating in HCCI mode at loads within a low load range (56, 58, 60) and “enhanced EGR cooling” that allows the engine to continue to operate in HCCI mode when engine load increases beyond loads in the low load range (64, 66, 68). When engine load increases further to a point where it enters a high load range, the combustion mode changes over to conventional diesel combustion, and exhaust gas recirculation reverts to “regular EGR cooling” (70, 72, 74).

Abstract: A two stage mixing system mixes intake air with exhaust gases for exhaust gas recirculation (EGR) in an internal combustion engine. The two stage mixing system may have a two stage mixing device connected to an intake air conduit, a supply conduit, and an EGR conduit. The two stage mixing device may have a plenum disposed around a mixing conduit, which is connected to the intake air conduit and the supply conduit. The plenum is connected to one or more cross conduits and to the EGR conduit. The cross conduits extend across a mixing chamber formed by the mixing conduit. The cross conduits generate a higher velocity region in the intake air. The cross conduits direct the exhaust gases through one or more outlets into the higher velocity region. The cross conduits generate a vortex field in the exhaust gases and intake air. The exhaust gases mix with the intake air in the higher velocity region and in the vortex field.

Abstract: A vortex mixing system mixes intake air with exhaust gases for exhaust gas recirculation (EGR) in an internal combustion engine. The vortex mixing system may have a vortex mixing device connected to an intake air conduit, a supply conduit, and an EGR conduit. The vortex mixing device may have a plenum disposed around a mixing conduit, which is connected to the intake air conduit and the supply conduit. The plenum is connected to one or more cross conduits and to the EGR conduit. The cross conduits extend across a mixing chamber formed by the mixing conduit. The cross conduits generate one or more vortices in the intake air. Each cross conduit has one or more outlets. The cross conduits direct the exhaust gases through the outlets into the vortices. The exhaust gases mix with the intake air in the vortices.

Abstract: A controller for controlling a needle valve of a spring closing type fuel injector includes a fluid assist selectively exerting a force on the needle valve, the force acting in cooperation with a bias exerted by a return spring on the needle valve to effect a relatively low valve opening pressure of the needle valve and relatively very high valve closing pressure. A spring closing type fuel injector and a method for controlling a needle valve of a spring closing type fuel injector are further included.

Abstract: A compression ignition engine (10) for a motor vehicle has a control system (20) for processing data, one or more combustion chambers (12), and fuel injectors (18) for injecting fuel into the chambers. The control system controls lean-rich modulation of fueling using independent maps. One set of maps is a set of lean fueling maps, and another set is a set of rich fueling maps. The strategy is represented by a flow diagram (30) and is useful in regenerating a NOx adsorber catalyst (16) in the engine exhaust system (14) in a manner that controls torque so that the regeneration process is transparent to the operator of the vehicle.

Abstract: An engine (20) and an engine control strategy (FIGS. 2 and 3) for lean-to-rich transitions, such transitions being useful for various purposes, one of which is purging, or regenerating, a NOx adsorber (36) in the engine exhaust system.

Abstract: A compression ignition engine (60) has a control system (66) for processing data, one or more combustion chambers (62), and fuel injectors (64) for injecting fuel into the chambers. The control system controls fueling by processing engine speed and load, to select one of four fueling modes (HCCI+RVT, HCCI+IVC, HCCI+IVC+EVC, and CD+RVT) for operating the engine (FIG. 5). When HCCI+RVT mode is selected, intake valves operate with regular valve timing (RVT), and the engine is fueled to cause homogeneous-charge compression-ignition (HCCI) combustion. When HCCI+IVC mode or HCCI+IVC+EVC mode is selected, intake valve timing is changed relative to RVT, and the engine is fueled to cause HCCI combustion. When the processing selects the CD+RVT mode, the intake valves operate with RVT, and the engine is fueled to cause CD combustion. In HCCI+IVC+EVC mode, exhaust valve closing is retarded relative to its timing in HCCI+IVC mode to reduce cylinder pressure and temperature.

Abstract: A compression ignition engine (20) has a control system (26) for processing data, one or more combustion chambers (22), and fuel injectors (24) for injecting fuel into the chambers. The control system controls fueling using a result of the processing of certain data, such as engine speed and engine load, to select one of three fueling modes (HCCI, HCCI+CD, CD) for operating the engine. When the result of the processing selects the HCCI mode, the engine is fueled to cause homogeneous-charge compression-ignition (HCCI) combustion in all combustion chambers. When the result of the processing selects the HCCI+CD mode, the engine is fueled to cause HCCI combustion in some chambers and CD (conventional diesel) combustion in the remaining chambers. When the result of the processing selects the CD mode, the engine is fueled to cause CD combustion in all chambers.

Abstract: A flow controller assembly for use with a hydraulically-actuated, electrically-controlled fuel injector, includes a flow controller fluidly disposable intermediate an injector control valve assembly and an injector intensifier assembly for controlling flow of actuating fluid to and from the intensifier assembly to effect rate shaping of an injectable quantity of fuel and to effect a reduction of noise generated by the stopping of return motion of an intensifier piston. A fuel injector and a method of controlling an intensifier piston are also included.

Abstract: A compression ignition engine (60) has a control system (66) for processing data, one or more combustion chambers (62), and fuel injectors (64) for injecting fuel into the chambers. The control system controls fueling using a result of the processing of certain data, such as engine speed and engine load, to select one of three fueling modes (HCCI+RVT, HCCI+VVT, CD+RVT) for operating the engine. When the result of the processing selects the HCCI+RVT mode, intake valves operate with regular valve timing (RVT), and the engine is fueled to cause homogeneous-charge compression-ignition (HCCI) combustion. When the result of the processing selects the HCCI+VVT mode, intake valve timing is changed relative to RVT, and the engine is fueled to cause HCCI combustion. When the result of the processing selects the CD+RVT mode, the intake valves operate with RVT, and the engine is fueled to cause CD combustion.

Abstract: A compression ignition engine (20) has a control system (26) for processing data, one or more combustion chambers (22), and fuel injectors (24) for injecting fuel into the combustion chambers. The control system controls fueling using a result of the processing of certain data, such as engine speed and engine load, to select one of two fueling modes (HCCI, HCCI-CD) for operating the engine. When the result of the processing selects the HCCI mode, the engine is fueled to cause homogeneous-charge compression-ignition (HCCI) combustion within the combustion chambers. When the result of the processing selects the HCCI-CD mode, the engine is fueled to create a substantially homogeneous combustible charge within each combustion chamber that is compressed to auto-ignition, and after auto-ignition, more fuel is injected to provide additional combustion in the manner of the conventional diesel combustion.

Abstract: A controller for controlling a needle valve of a spring closing type fuel injector includes a fluid assist selectively exerting a force on the needle valve, the force acting in cooperation with a bias exerted by a return spring on the needle valve to effect a relatively low valve opening pressure of the needle valve and relatively very high valve closing pressure. A spring closing type fuel injector and a method for controlling a needle valve of a spring closing type fuel injector are further included.

Abstract: A flow controller assembly for use with a hydraulically-actuated, electrically-controlled fuel injector, includes a flow controller fluidly disposable intermediate an injector control valve assembly and an injector intensifier assembly for controlling flow of actuating fluid to and from the intensifier assembly to effect rate shaping of an injectable quantity of fuel and to effect a reduction of noise generated by the stopping of return motion of an intensifier piston. A fuel injector and a method of controlling an intensifier piston are also included.

Abstract: A delay device for use with a fuel injector, the fuel injector having an electric controller for controlling the flow of a high pressure actuating fluid responsive to initiation and cessation of a pulse width command, the pulse width command defining the duration of an injection event, and an intensifier being in fluid communication with the controller, the intensifier being translatable to increase the pressure of a volume of fuel for injection into the combustion chamber of an engine; the delay device includes an apparatus, shiftable between a first disposition and a second disposition over a certain period of time after initiation of the pulse width command, the period of time effecting a delay in initiation of fuel injection after initiation of the pulse width command. A fuel injector including a delay device.