Abstract: A cam phaser is mounted on the exhaust camshaft of a diesel engine and is operable to selectively advance timing of only the exhaust valves relative to a nominal position. The purpose of advancing timing of the exhaust valves is to advance valve closing sufficiently to shorten the effective exhaust strokes of the pistons and thus increase the trapped hot exhaust residuals. This occurs when the exhaust valves close earlier than piston top dead center in the normal exhaust stroke phase of engine operation. This increases the in-cylinder temperature so that combustion stability and hydrocarbon emissions are improved.

Abstract: A cam phaser is mounted on the intake camshaft of a diesel engine and is operable to selectively retard timing of only the intake valves relative to the crankshaft. The purpose of retarding timing of the intake valves is to retard valve closing sufficiently to shorten the effective compression strokes of the pistons and thus reduce the effective compression ratio. This occurs when the intake valves remain open past piston bottom dead center for a desired period into the normal compression stroke phase of engine operation. This reduces compression pressures so that combustion temperatures are reduced and exhaust emissions, primarily NOx, may be thus limited under conditions of warmed-up engine operation.

Abstract: A cam phaser is mounted on the intake camshaft of a diesel engine and is operable to selectively retard timing of only the intake valves relative to the crankshaft. The purpose of retarding timing of the intake valves is to retard valve closing sufficiently to shorten the effective compression strokes of the pistons and thus reduce the effective compression ratio. This occurs when the intake valves remain open past piston bottom dead center for a desired period into the normal compression stroke phase of engine operation. This reduces compression pressures so that combustion temperatures are reduced and exhaust emissions, primarily NOx, may be thus limited under conditions of warmed-up engine operation.

Abstract: A fuel injector for a spark ignition direct injection engine includes an injection having plurality of spray holes formed in a generally semicircular pattern wherein the spray holes have a L/D (length over diameter) ratio of not more than 2.0. In a preferred embodiment, the injector nozzle has an internal sac and an end wall with part spherical inner and outer surfaces formed with a common center, the pattern of the spray holes includes a semicircle formed by an arc having ends connected by a straight line wherein the spray holes have outlet openings that are spaced along the arc and slightly below the straight line, and the spray holes lying on the semicircle extend from the common center while the spray holes lying below the straight line have axes extending from above the common center. In an engine, the flat side of the spray is aimed toward the near side of a piston bowl recess.

Abstract: A fuel injector for a spark ignition direct injection engine includes an injection having plurality of spray holes formed in a generally semicircular pattern wherein the spray holes have a L/D (length over diameter) ratio of not more than 2.0. In a preferred embodiment, the injector nozzle has an internal sac and an end wall with part spherical inner and outer surfaces formed with a common center, the pattern of the spray holes includes a semicircle formed by an arc having ends connected by a straight line wherein the spray holes have outlet openings that are spaced along the arc and slightly below the straight line, and the spray holes lying on the semicircle extend from the common center while the spray holes lying below the straight line have axes extending from above the common center. In an engine, the flat side of the spray is aimed toward the near side of a piston bowl recess.

Abstract: An internal combustion engine has a connecting rod which interconnects the engine crankshaft with a piston. The connecting rod is a flexible member which has one section connected with the piston and another section connected with the crankshaft and a spring or lost motion member interconnecting the two sections. When the forces imposed on the flexible connecting rod are sufficiently high, the spring member will permit the two sections to approach each other, thereby shortening the length of the flexible connecting rod and increasing the volume in a combustion chamber formed between the piston and an engine cylinder in which it is reciprocably disposed.