Abstract: While an engine (10, 10A, 10B, 10C, 10D, 10E) is operating, a control system (22) processes data for certain engine operating parameters to calculate a quantity of exhaust gas needed to satisfy an exhaust gas recirculation requirement. If a primary EGR control loop (34) alone can satisfy the calculated quantity of exhaust gas, a secondary EGR control loop (36) is closed while the primary EGR control loop is controlled to satisfy the calculated quantity. When the processing determines that the primary EGR control loop alone cannot satisfy the calculated quantity, the secondary EGR control loop is open concurrently with the primary EGR control loop and both the primary EGR loop and the secondary EGR loop are controlled to cause the combined flow of exhaust gas through the primary EGR control loop and flow of exhaust gas through the secondary EGR control loop to satisfy the calculated quantity.

Abstract: A method of shutting down an engine determines whether an ignition key is in a first shutdown position. An exhaust gas recirculation valve closes when the ignition key is in the first shutdown position. The engine runs for a predetermined period of time after the exhaust gas recirculation valve is closed. The engine shuts down after running the engine for the predetermined period of time.

Abstract: An expansion tank (10) for a vehicle cooling system (18) of an engine using a liquid coolant (16) includes a tank body (12) defining a first volume (V1) containing coolant (16), wherein the coolant defines a variable coolant elevation level (CEL) within the tank body. The tank body (12) also defines an upper volume (20) containing air. A bladder (14) is disposed in the tank body (12) and defines a second volume (V2) containing air. The bladder (14) includes a flexible membrane (36) actuated by an actuator (46). When the engine is stopped or is below a predetermined temperature, the flexible membrane (36) is moveable to a first position (FP) which lowers the coolant elevation level (CEL), and when the engine is started or reaches a predetermined temperature, the flexible membrane (36) is moveable to a second position (SP) which raises the coolant elevation level. A communicating line (38) is in fluid communication between the upper volume (20) and the second volume (V2) to fluidly communicate air therebetween.

Abstract: While an engine (10, 10A, 10B, 10C, 10D, 10E) is operating, a control system (22) processes data for certain engine operating parameters to calculate a quantity of exhaust gas needed to satisfy an exhaust gas recirculation requirement. If a primary EGR control loop (34) alone can satisfy the calculated quantity of exhaust gas, a secondary EGR control loop (36) is closed while the primary EGR control loop is controlled to satisfy the calculated quantity. When the processing determines that the primary EGR control loop alone cannot satisfy the calculated quantity, the secondary EGR control loop is open concurrently with the primary EGR control loop and both the primary EGR loop and the secondary EGR loop are controlled to cause the combined flow of exhaust gas through the primary EGR control loop and flow of exhaust gas through the secondary EGR control loop to satisfy the calculated quantity.

Abstract: An inlet air booster system for increasing turbocharger response time by utilizing compressed air from an engine driven compressor. Compressed air used to supply air for air braking system is channeled into an air tank to provide a boost of compressed air into the intake manifold. The inlet air booster system comprises an air booster ring disposed around a manifold inlet supply pipe, an air supply source, and a control valve. Compressed air from the air tank flows along a compressed air supply pipe regulated by a control valve, which in its open position allows air flow to the air booster ring. The air booster ring comprises an air chamber and a plurality of nozzles angled towards the direction of intake gas flow to provide a burst of compressed air into the intake manifold. The angled flow of compressed air enhances the flow of intake air into the intake manifold.

Abstract: A circuit for cooling exhaust gas being recirculated through an EGR system (36) of an engine (10) from an exhaust system (20) successively through first and second heat exchangers (38, 40) to an intake system (16) for entrainment with intake air. Each heat exchanger has a respective coolant inlet through which liquid coolant enters and a respective coolant outlet through which liquid coolant exits after having absorbed heat from recirculated exhaust gas. The circuit has a third heat exchanger (32) to which coolant coming from the outlet of one of the first and second heat exchangers rejects heat, and parallel branches (84, 86) through which coolant enters the inlet of the other of the first and second heat exchangers. One of the parallel branches has a fourth heat exchanger (34) to which coolant flowing through that branch rejects heat, and one or more devices (50, 50A) for controlling the quantity of coolant flowing through each branch.

Abstract: An expansion tank (10) for a vehicle cooling system (18) of an engine using a liquid coolant (16) includes a tank body (12) defining a first volume (V1) containing coolant (16), wherein the coolant defines a variable coolant elevation level (CEL) within the tank body. The tank body (12) also defines an upper volume (20) containing air. A bladder (14) is disposed in the tank body (12) and defines a second volume (V2) containing air. The bladder (14) includes a flexible membrane (36) actuated by an actuator (46). When the engine is stopped or is below a predetermined temperature, the flexible membrane (36) is moveable to a first position (FP) which lowers the coolant elevation level (CEL), and when the engine is started or reaches a predetermined temperature, the flexible membrane (36) is moveable to a second position (SP) which raises the coolant elevation level. A communicating line (38) is in fluid communication between the upper volume (20) and the second volume (V2) to fluidly communicate air therebetween.

Abstract: A system and method of creating sub-atmospheric and super-atmospheric pressure in an intake manifold (20) of an internal combustion engine (10) that has cylinders (14) within which fuel combusts with air that has entered the cylinders via the intake manifold. A positive displacement airflow control device (26) is disposed upstream of the intake manifold. Sub-atmospheric pressure in the intake manifold is created by applying negative external torque to a shaft (28) of the positive displacement airflow control device and super-atmospheric pressure is created by applying positive external torque to the shaft (28).

Abstract: A method of cooling exhaust gas (F) from an engine in an EGR cooler (10) for recirculation to the engine includes the steps of transporting the exhaust gas from the engine to a core assembly (22) disposed inside a single housing assembly (20), and dividing the housing assembly into at least a first cooling volume (42) of the EGR cooler (10) and a second cooling volume (44) of the EGR cooler (10). The core assembly (22) extends at least partially into the first cooling volume (42) and the second cooling volume (44). The method also includes the steps of introducing a first cooling fluid (CF1) into the first cooling volume (42), and introducing a second cooling fluid (CF2) into the second cooling volume (44). The exhaust gas (F) is transported from the core assembly (22) to the engine.

Abstract: An internal combustion engine (100) includes a first exhaust manifold (120), and a second exhaust manifold (118) fluidly connected to the first exhaust manifold (120) through an exhaust valve (122). An exhaust gas recirculation (EGR) cooler (124) constantly fluidly connects the second exhaust manifold (118) with an intake manifold (112). A turbocharger (102) has a turbine (126) in fluid communication with the first exhaust manifold (120), and a compressor (132) in fluid communication with a supercharger (140). A charge air cooler (150) fluidly connects the supercharger (140) with the intake manifold (112).

Abstract: In one embodiment, a cylinder head (10) and a runnerless intake manifold (12) are assembled together and cooperatively define an air manifold (14) and a fuel manifold (16) for supplying air and fuel respectively to engine cylinders in an engine block to which cylinder head (10) is fastened. In another embodiment, the air manifold is the same, but the fuel manifold (66) is defined by a bore (68) and holes (70) in the intake manifold (60).

Abstract: A wiring harness support and under valve cover oil deflector formed from a single sheet metal blank that is connected to each individual injectors, by a single bolt, of a Hydraulically-actuated Electronically-controlled Unit Injector (HEUI) system for a diesel engine. This combined wiring harness support and oil deflector aligns itself when mounted in the proper tapped holes in the unit injectors.

Abstract: An electronic fuel injection augmentation system and method for a turbocharged diesel engine compression braking system injects a predetermined volume of fuel into cylinders of an engine at a predetermined timing prior to the piston of the cylinder reaching a top dead center position. Combustion of such injected fuel increases cylinder pressure and engine braking. The increased pressure is transferred to the turbocharger of the engine thereby increasing intake air flow and engine braking as a result thereof.

Abstract: Coal-oil slurries are provided which contain a cationic stabilizer containing the group, >N--CH.sub.2 --CH.sub.2 --O--. The stabilizer can comprise a quaternary ammonium salt or a tertiary amine.