Abstract: A diesel engine intake cam profile creates two intake valve events separated by a short dwell period each engine cycle. A relatively low valve lift during an engine exhaust event allows a portion of the exhaust gas to flow into an intake manifold and mix with intake air. The intake valve is then nearly closed for a dwell period until a normal intake valve opening occurs, drawing the mixture of air and exhaust gas back into the combustion chamber for compression and burning, upon closure of the intake valves.

Abstract: A large-bore (at least 180 mm diameter) diesel engine cylinder configuration featuring a piston crown bowl having an acute re-entrant angle and, optionally, an anti-polish ring. The acute re-entrant angle crown bowl involves a maximum radius of the crown bowl exceeding a minimum crown bowl radius, wherein the maximum crown bowl radius is located farther from the squish face than is the minimum crown bowl radius. The acute re-entrant angle crown bowl applied to large-bore, medium-speed diesel engines yields an improvement in performance and emissions characteristics. The anti-polish ring may be integrally formed with the cylinder liner and used in any internal combustion engine.

Abstract: A large-bore (at least 180 mm diameter) diesel engine cylinder configuration featuring a piston crown bowl having an acute re-entrant angle and, optionally, an anti-polish ring. The acute re-entrant angle crown bowl involves a maximum radius of the crown bowl exceeding a minimum crown bowl radius, wherein the maximum crown bowl radius is located farther from the squish face than is the minimum crown bowl radius. The acute re-entrant angle crown bowl applied to large-bore, medium-speed diesel engines yields an improvement in performance and emissions characteristics. The anti-polish ring may be integrally formed with the cylinder liner and used in any internal combustion engine.

Abstract: A hybrid fuel injection system which allows electronic control over the injection processes, wherein selective rate shaping and multiplicity of injections is possible. The hybrid fuel injection system consists of an add-on common rail system (CRS) which provides supplemental fuel injections with respect to the main fuel injections provided by a unit pump system (UPS). Additionally, the CRS can serve to provide fuel injections as necessary to effect a “limp-home” mode of engine operation in the event of a failure of the UPS. Both the CRS and the UPS use common fuel supply, return, injector, and electronic controller.

Abstract: A system for a turbocharged internal combustion engine includes an engine having a charge inlet connected to the compressor outlet and an exhaust outlet connected to the turbine inlet for driving the turbocharger with hot exhaust gas and supplying compressed air to the engine for combustion. A bypass duct connects the compressor outlet to the turbine inlet for diverting a portion of the compressed air around the engine to the turbine inlet or exhaust. A control device selectively controls the diversion of air. An operating method for the system involves controlling peak cylinder firing pressure and/or maximum turbine inlet temperature, optionally with exhaust NOx and smoke in order to limit these variables to acceptable limits with a minimum of operational limitations.

Abstract: A diesel engine intake cam profile creates two intake valve events separated by a short dwell period each engine cycle. A relatively low valve lift during an engine exhaust event allows a portion of the exhaust gas to flow into an intake manifold and mix with intake air. The intake valve is then nearly closed for a dwell period until a normal intake valve opening occurs, drawing the mixture of air and exhaust gas back into the combustion chamber for compression and burning, upon closure of the intake valves.

Abstract: A system for a turbocharged internal combustion engine includes an engine having a charge inlet connected to the compressor outlet and an exhaust outlet connected to the turbine inlet for driving the turbocharger with hot exhaust gas and supplying compressed air to the engine for combustion. A bypass duct connects the compressor outlet to the turbine inlet for diverting a portion of the compressed air around the engine to the turbine inlet or exhaust. A control device selectively controls the diversion of air. An operating method for the system involves controlling peak cylinder firing pressure and/or maximum turbine inlet temperature, optionally with exhaust NOx and smoke in order to limit these variables to acceptable limits with a minimum of operational limitations.

Abstract: An electronically-controlled air injection system implemented in three different embodiments with respect to each cylinder. A first embodiment includes a T-adapter, an air solenoid, a fuel injector, and a control unit. The T-adapter receives pressurized fuel and pressurized air from an air solenoid, and outputs these to the fuel injector. The air solenoid controls the flow of air to the fuel injector via the control unit. The second embodiment includes a modified fuel injector, an air solenoid, and a control unit. The fuel injector is modified by forming therein an air passage and a communicating sac, wherein the sac communicates with the fuel valve. Compressed air is supplied through an air solenoid to the air passage. The third embodiment includes a modified cylinder head, an air solenoid, and a control unit. Compressed air is supplied through an air solenoid to at least one combustion chamber cylinder port in the cylinder head.

Abstract: A high pressure fuel pump having a variable fuel injection rate, including a pump body, a pump cylinder formed in the pump body and a piston reciprocable within the pump cylinder, which defines a pressurization chamber. The pump piston has a reduced diameter portion which provides a primary piston. A piston annulus is slidably mounted thereon and provides a secondary piston. An annular actuation chamber adjoins the secondary piston opposite the pressurization chamber. An actuation passage is provided between a return fuel drain and the actuation chamber, which is selectively open or closed passively by pump piston movement and/or dynamically by operation of an actuation solenoid valve. If the actuation chamber passage is open, then during the pressurization stroke the secondary piston will remain stationary relative to the pump body, but if it is closed then the secondary piston must stroke in unison with the primary piston.

Abstract: A high pressure fuel pump having a variable fuel injection rate, including a pump body, a pump cylinder formed in the pump body and a piston reciprocable within the pump cylinder, which defines a pressurization chamber. The pump piston has a reduced diameter portion which provides a primary piston. A piston annulus is slidably mounted thereon and provides a secondary piston. An annular actuation chamber adjoins the secondary piston opposite the pressurization chamber. An actuation passage is provided between a return fuel drain and the actuation chamber, which is selectively open or closed passively by pump piston movement and/or dynamically by operation of an actuation solenoid valve. If the actuation chamber passage is open, then during the pressurization stroke the secondary piston will remain stationary relative to the pump body, but if it is closed then the secondary piston must stroke in unison with the primary piston.

Abstract: A hybrid fuel injection system which allows electronic control over the injection processes, wherein selective rate shaping and multiplicity of injections is possible. The hybrid fuel injection system consists of an add-on common rail system (CRS) which provides supplemental fuel injections with respect to the main fuel injections provided by a unit pump system (UPS). Additionally, the CRS can serve to provide fuel injections as necessary to effect a “limp-home” mode of engine operation in the event of a failure of the UPS. Both the CRS and the UPS use common fuel supply, return, injector, and electronic controller.

Abstract: An electronically-controlled air injection system implemented in three different embodiments with respect to each cylinder. A first embodiment includes a T-adapter, an air solenoid, a fuel injector, and a control unit. The T-adapter receives pressurized fuel and pressurized air from an air solenoid, and outputs these to the fuel injector. The air solenoid controls the flow of air to the fuel injector via the control unit. The second embodiment includes a modified fuel injector, an air solenoid, and a control unit. The fuel injector is modified by forming therein an air passage and a communicating sac, wherein the sac communicates with the fuel valve. Compressed air is supplied through an air solenoid to the air passage. The third embodiment includes a modified cylinder head, an air solenoid, and a control unit. Compressed air is supplied through an air solenoid to at least one combustion chamber cylinder port in the cylinder head.

Abstract: A system for a turbocharged internal combustion engine includes an engine having a charge inlet connected to the compressor outlet and an exhaust outlet connected to the turbine inlet for driving the turbocharger with hot exhaust gas and supplying compressed air to the engine for combustion. A bypass duct connects the compressor outlet to the turbine inlet for diverting a portion of the compressed air around the engine to the turbine inlet. A control member selectively controls the diversion of air. An operating method for the system involves controlling surge in an engine turbocharger compressor by diverting a portion of compressed air to the turbine inlet to limit compressor air pressure and insure sufficient air flow to avoid compressor surge. Preferably, the diverted air enters a distal part of an engine exhaust header for mixing with the exhaust gases prior to passing into the turbine inlet. Other benefits are disclosed.

Abstract: A combustion air management and emission control system injects supplemental air directly into combustion chambers of a diesel engine in order to reduce total particulates in exhaust gases being emitted from the engine. A portion of intake air flowing toward an intake manifold of the engine is diverted to a compressor so that controlled quantities of pressurized supplemental air can be injected directly into each of the combustion chambers while the piston within the combustion chamber is in its expansion and/or exhaust strokes. At least a portion of the diverted intake air can be directed through a selectively permeable membrane device so that oxygen-enriched air and nitrogen-enriched air are produced. At least a portion of the oxygen-enriched air can be supplied to the compressor so that the supplemental air being injected into the combustion chambers will contain a desired, elevated amount of oxygen.

Abstract: An emission control system for reducing total particulates and NO.sub.X emissions from the exhaust of a diesel engine includes an air supply system that supplies oxygen enriched air to an air intake of the engine. The air supply system may include a selectively permeable air separating membrane device for producing the oxygen enriched air. In order to effectively utilize the increase in the concentration level of oxygen in the intake air, the amount of fuel being supplied to the diesel engine also is increased at a minimum in proportion to the increased concentration level of oxygen in the intake air. The increase in the amount of such fuel being supplied to the diesel engine can be adjusted by an electronic fuel injection system used on such diesel engines. In addition, the electronic fuel injection system is used to retard the injection timing of the engine.

Abstract: An air supply control system for selectively supplying ambient air, oxygen enriched air and nitrogen enriched air to an intake of an internal combustion engine includes an air mixing chamber that is in fluid communication with the air intake. At least a portion of the ambient air flowing to the mixing chamber is selectively diverted through a secondary path that includes a selectively permeable air separating membrane device due a differential pressure established across the air separating membrane. The permeable membrane device separates a portion of the nitrogen in the ambient air so that oxygen enriched air (permeate) and nitrogen enriched air (retentate) are produced. The oxygen enriched air and the nitrogen enriched air can be selectively supplied to the mixing chamber or expelled to atmosphere.

Abstract: An oxygen-enriched air intake control system for an internal combustion engine includes air directing apparatus to control the air flow into the intake of the engine. During normal operation of the engine, ambient air flowing from an air filter of the engine flows through the air directing apparatus into the intake of the engine. In order to decrease the amount of carbon monoxide (CO) and hydrocarbon (HC) emissions that tend to be produced by the engine during a short period of time after the engine is started, the air directing apparatus diverts for a short period of time following the start up of the engine at least a portion of the ambient air from the air filter through a secondary path. The secondary path includes a selectively permeable membrane through which the diverted portion of the ambient air flows.