Abstract: A system and method for delivering EGR to an internal combustion engine is presented. The system can reduce system cost and lower system complexity.

Abstract: A method of controlling fuel supplied to an engine is provided. In one example, a cylinder includes port and direct fuel injection. The method includes supplying a second fuel type from a second tank to the direct injector and supplying a first fuel type from a first tank to the port injector; and responsive to mis-fueling, supplying the first fuel type from the first tank to the direct injector. In response to receiving an indication of a mis-fuel, the direct fuel injector may be supplied with the second type of fuel from the second fuel storage tank. By supplying at least some fuel to the direct injector from a different source, fuel may be supplied to the DI fuel injector at various conditions to cool the DI fuel injector. In this way, overheating of the DI fuel injector may be reduced.

Abstract: A system and method for delivering EGR to an internal combustion engine is presented. The system can reduce system cost and lower system complexity.

Abstract: A system and method for delivering EGR to an internal combustion engine is presented. The system can reduce system cost and lower system complexity.

Abstract: A method of controlling fuel supplied to an engine is provided. In one example, a cylinder includes port and direct fuel injection. The method includes supplying a second fuel type from a second tank to the direct injector and supplying a first fuel type from a first tank to the port injector; and responsive to mis-fueling, supplying the first fuel type from the first tank to the direct injector. In response to receiving an indication of a mis-fuel, the direct fuel injector may be supplied with the second type of fuel from the second fuel storage tank. By supplying at least some fuel to the direct injector from a different source, fuel may be supplied to the DI fuel injector at various conditions to cool the DI fuel injector. In this way, overheating of the DI fuel injector may be reduced.

Abstract: A method of controlling fuel supplied to an engine is provided. The engine includes at least one cylinder having a port injection fuel injector being supplied with fuel from at least one of a first fuel storage tank and a second fuel storage tank and a direct injection fuel injector being selectively supplied with fuel from one of the first fuel storage tank and the second fuel storage tank. The method includes at a first condition, supplying at least some of a second type of fuel from the second fuel storage tank to the direct injection fuel injector and supplying at least some of a first type of fuel from the first fuel storage tank to the port injection fuel injector, and at a second condition, supplying at least some of the first type of fuel from the first fuel storage tank to the direct injection fuel injector.

Abstract: A system and method for delivering EGR to an internal combustion engine is presented. The system can reduce system cost and lower system complexity.

Abstract: A method of controlling fuel supplied to an engine is provided. The engine includes at least one cylinder having a port injection fuel injector being supplied with fuel from at least one of a first fuel storage tank and a second fuel storage tank and a direct injection fuel injector being selectively supplied with fuel from one of the first fuel storage tank and the second fuel storage tank. The method includes at a first condition, supplying at least some of a second type of fuel from the second fuel storage tank to the direct injection fuel injector and supplying at least some of a first type of fuel from the first fuel storage tank to the port injection fuel injector, and at a second condition, supplying at least some of the first type of fuel from the first fuel storage tank to the direct injection fuel injector.

Abstract: A four-stroke cycle reciprocating internal combustion engine includes a piston mounted for reciprocal movement within a power cylinder and primary and secondary intake valves. The primary valve has a fixed event, in terms of both duration and lift, and the secondary valve has variable duration and lift. Although the timing of the primary and secondary valve events may be retarded from a standard timing value, both valves close at the same time regardless of the presence of timing retard. The dual event strategy, combined with camshaft timing retard for part load conditions, produces excellent charge motion by staggering the respective lifted flow areas of the primary and secondary valve events and by delaying the secondary valve opening.

Abstract: A four-stroke cycle reciprocating internal combustion engine includes a piston mounted for reciprocal movement within a power cylinder and primary and secondary intake valves. The primary valve has a fixed event, in terms of both duration and lift, and the secondary valve has variable duration and lift. Although the timing of the primary and secondary valve events may be retarded from a standard timing value, both valves close at the same time regardless of the presence of timing retard. The dual event strategy, combined with camshaft timing retard for part load conditions, produces excellent charge motion by staggering the respective lifted flow areas of the primary and secondary valve events and by delaying the secondary valve opening.

Abstract: An automotive internal engine 8 is provided which includes an engine controller 70 cognizant of a desired deceleration condition for a vehicle and a combustion chamber 12 with a reciprocating piston 15 mounted therein. The piston has a top dead center and a bottom dead center position. A cam driven exhaust valve 14 is provided which can be selectively disabled to a closed position to deactivate the combustion chamber 12 in response to a signal given by the engine controller 70. A variable phase cam driven intake poppet valve 16 responsive to a signal given by the engine controller 70 is provided to selectively set the opening and closing operation of the intake poppet valve 16 to be generally symmetrical about one of the center positions during the first combustion chamber 12 deactivation during vehicle deceleration.

Abstract: A system for controlling the timing of a cylinder valve in a reciprocating internal combustion engine includes a crankshaft position sensor for determining position of the crankshaft, and a camshaft structural force sensor for determining the presence of a structural force upon the camshaft related to a unique rotational position of the camshaft. A controller receives position signals from the crankshaft and camshaft structural force sensors. The controller compares the valve position signal from the structural force sensor with a predicted valve position based upon the crankshaft position and determines if the predictive value is in error. If an error is greater than a specified threshold, the predictive model will be corrected.

Abstract: An internal combustion engine valve control system for improving automotive cold-starts. A “negative” valve-overlap (NVO) time period is created during a first part of each piston's intake stroke wherein, with the intake and exhaust valves closed, a high vacuum is produced in its associated cylinder. As the intake valve starts to open at the end of the period an initial small low-lift valve gap creates a high-pressure differential across the gap increasing the velocity of the air/fuel charge being injected through the gap. The added velocity elevates turbulent mixing intensity in the cylinder enhancing atomization and vaporization of the charge, improving distribution in the combustion chamber for charge stability. This allows additional spark retard and a leaner air/fuel ratio, achieving rapid catalyst warm-up, while promoting converter efficiency and reducing exhaust-gas emissions.

Abstract: The invention comprises a strategy and method for phase shifting intake and exhaust valve timing relative to crankshaft position as a function of engine operating variables, whereby valve overlap is delayed to obtain improved fuel economy resulting from a late intake valve closing to reduce pumping work during the intake stroke. The exhaust gases are drawn into the combustion cylinder of the engine during the intake stroke, which reduces oxides of nitrogen in the exhaust gas and reduces unburned hydrocarbons. Improved thermal efficiency and reductions in oxides of nitrogen are achieved as the combustion charge is diluted at higher loads by an external exhaust gas recirculation system, thereby combining the effects of exhaust gas recirculation and dual equal variable camshaft timing to obtain fuel economy benefits that cannot be achieved with either a conventional EGR system acting alone or dual equal variable camshaft timing acting alone.

Abstract: An arrangement of a four-cycle internal combustion engine is provided. The engine arrangement 8 has at least a first combustion chamber 12 with a reciprocating piston 15 mounted therein. The first combustion chamber or chambers have a cam-driven intake and exhaust poppet valves. At least a second combustion chamber 12 is provided. The second combustion chamber has a reciprocating piston 15 mounted therein. The reciprocating piston 15 of the second combustion chamber 12 has a top dead center position and a bottom dead center position. The second combustion chamber also has a cam 18 driven exhaust poppet valve 14 which can be selectively disabled to a closed position to deactivate the second combustion chamber. The second combustion chamber also has a variable phase cam 18 driven intake poppet valve 16 to selectively set the opening and closing operation of the intake valve 14 to be generally symmetric about one of the piston center positions.

Abstract: A reciprocating four-stroke internal combustion engine includes a variable exhaust valve operating system for changing the duration of an exhaust valve opening event and also a camshaft drive for rotating a valve operating camshaft and adjusting the rotational timing of the camshaft with respect to the crankshaft.

Abstract: A reciprocating internal combustion engine has at least one camshaft for actuating intake and exhaust valves and a camshaft drive for rotating the camshaft and for adjusting the rotational timing of the camshaft with respect to the crankshaft. A charge motion control valve and the variable camshaft timing mechanism are both used to selectively impart angular momentum to charge entering the engine's cylinder(s).

Abstract: A reciprocating internal combustion engine has a pilot mask situated about the intake valve seat and extending into the engine cylinder and a variable camshaft timing drive system which positions the camshaft such that the lift of the intake valve and the height of the pilot mask are approximately equal when the piston is moving at the point of its greatest velocity during the intake stroke.